JP5265947B2 - Driving force transmission device for four-wheel drive vehicles - Google Patents

Driving force transmission device for four-wheel drive vehicles Download PDF

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Publication number
JP5265947B2
JP5265947B2 JP2008063902A JP2008063902A JP5265947B2 JP 5265947 B2 JP5265947 B2 JP 5265947B2 JP 2008063902 A JP2008063902 A JP 2008063902A JP 2008063902 A JP2008063902 A JP 2008063902A JP 5265947 B2 JP5265947 B2 JP 5265947B2
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plate
driving force
clutch
wheel drive
cam
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JP2009220593A (en
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忠彦 加藤
悟 鈴木
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Univance Corp
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Univance Corp
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Priority to EP09154612.7A priority patent/EP2105336B1/en
Priority to US12/382,164 priority patent/US7905312B2/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/60—Clutching elements
    • F16D13/64—Clutch-plates; Clutch-lamellae
    • F16D13/69—Arrangements for spreading lamellae in the released state
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/74—Features relating to lubrication
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
    • F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D27/00—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor
    • F16D27/10—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with an electromagnet not rotating with a clutching member, i.e. without collecting rings
    • F16D27/108—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with an electromagnet not rotating with a clutching member, i.e. without collecting rings with axially movable clutching members
    • F16D27/112—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with an electromagnet not rotating with a clutching member, i.e. without collecting rings with axially movable clutching members with flat friction surfaces, e.g. discs
    • F16D27/115—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with an electromagnet not rotating with a clutching member, i.e. without collecting rings with axially movable clutching members with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/22—Friction clutches with axially-movable clutching members
    • F16D13/38—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
    • F16D13/52—Clutches with multiple lamellae ; Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/72—Features relating to cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F16D2023/123—Clutch actuation by cams, ramps or ball-screw mechanisms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0221—Valves for clutch control systems; Details thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2300/00—Special features for couplings or clutches
    • F16D2300/18—Sensors; Details or arrangements thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D27/00—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor
    • F16D27/004—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with permanent magnets combined with electromagnets
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D28/00—Electrically-actuated clutches

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Mechanical Operated Clutches (AREA)

Description

本発明は、二輪駆動と四輪駆動を切り替え可能な四輪駆動車用駆動力伝達装置に関し、特に、二輪駆動時に駆動力の伝達に関わらない部分の回転を停止する四輪駆動車用駆動力伝達装置に関する。
The present invention relates to a drive power transmission device for a four-wheel drive vehicle capable of switching between two-wheel drive and four-wheel drive, and in particular, a drive force for a four-wheel drive vehicle that stops rotation of a portion not related to transmission of the drive force during two-wheel drive. The present invention relates to a transmission device.

従来のいわゆるオンデマンド型フルタイム四輪駆動車において、二輪駆動時は前輪を駆動し、四輪駆動時には後輪への駆動力の配分制御を多板クラッチ機構で行う四輪駆動車用駆動力伝達装置としては、例えば図２１に示すものが知られている。   In a conventional so-called on-demand full-time four-wheel drive vehicle, the driving force for a four-wheel drive vehicle is controlled by a multi-plate clutch mechanism that drives the front wheels during two-wheel drive and controls the distribution of the drive force to the rear wheels during four-wheel drive. As a transmission device, for example, the one shown in FIG. 21 is known.

図２１において、駆動力伝達装置３００は四輪駆動車３０２に設けられ、エンジン３０４からの駆動力を変速機３０６で変速して駆動力伝達装置３００内の前輪差動装置３０８と駆動力方向変換部３１０に入力し、駆動力方向変換部３１０からの出力はプロペラシャフト３１２を介して多板クラッチ機構３１４に伝達される。   In FIG. 21, the driving force transmission device 300 is provided in a four-wheel drive vehicle 302, and the driving force from the engine 304 is shifted by a transmission 306 to change the direction of the driving force with the front wheel differential device 308 in the driving force transmission device 300. The output from the driving force direction changing unit 310 is transmitted to the multi-plate clutch mechanism 314 via the propeller shaft 312.

二輪駆動時の多板クラッチ機構３１４が開放（切り離された状態）されている場合は、駆動力は後輪差動装置３２４に配分されずに前輪差動装置３０８に伝達され、前輪差動装置３０８は左前輪３１６と右前後輪３１８の回転速度差を吸収しつつ左前輪３１６及び右前輪３１８に等しいトルクを与え回転させる。   When the multi-plate clutch mechanism 314 at the time of two-wheel drive is opened (disconnected state), the driving force is not distributed to the rear wheel differential 324 but is transmitted to the front wheel differential 308, and the front wheel differential Reference numeral 308 rotates the left front wheel 316 and the right front wheel 318 with equal torque while absorbing the difference in rotational speed between the left front wheel 316 and the right front and rear wheels 318.

四輪駆動時の多板クラッチ機構３１４が締結（接続された状態）されている場合では、駆動力は多板クラッチ機構３１４に連結されたドライブピニオン３２０とリングギア３２２を介して後輪差動装置３２４にも伝達され、後輪差動装置３２４は左後輪３２６と右後輪３２８の回転速度差を吸収しつつ左後輪３２６及び右後輪３２８に等しいトルクを与え回転させる。   In the case where the multi-plate clutch mechanism 314 is fastened (connected) during four-wheel drive, the driving force is applied to the rear wheel differential via the drive pinion 320 and the ring gear 322 connected to the multi-plate clutch mechanism 314. Also transmitted to the device 324, the rear wheel differential 324 absorbs the rotational speed difference between the left rear wheel 326 and the right rear wheel 328 and applies the same torque to the left rear wheel 326 and the right rear wheel 328 to rotate.

一般的に、オンデマンド型フルタイム四輪駆動車には、ドライバーが運転中にスイッチ操作で選択できる駆動モードとして、二輪駆動モード、四輪駆動オートモード、四輪駆動ロックモードが用意されている。   In general, on-demand full-time four-wheel drive vehicles are available in two-wheel drive mode, four-wheel drive auto mode, and four-wheel drive lock mode as drive modes that can be selected by the driver during operation. .

二輪駆動モードは、駆動力伝達装置３００の多板クラッチ機構３１４を開放して二輪駆動状態で使用するモードであり、燃費が最も良いことから四輪による駆動力が必要ない乾燥舗装路などを走行する場合に選択する。   The two-wheel drive mode is a mode in which the multi-plate clutch mechanism 314 of the driving force transmission device 300 is opened and used in a two-wheel drive state, and travels on a dry pavement or the like that does not require driving force by four wheels because fuel efficiency is the best. Select if you want to.

四輪駆動オートモードは、走行中の各種車両状態をセンサで検出し、その検出信号に基づいてＥＣＵ（Electronic control unit）により多板クラッチ機構３１４の前後輪への駆動力配分を最適な状態に自動的に制御するモードであり、路面状態に係わらず常時選択が可能な四輪駆動である。   In the four-wheel drive auto mode, various vehicle states during traveling are detected by sensors, and the distribution of driving force to the front and rear wheels of the multi-plate clutch mechanism 314 is optimized by an ECU (Electronic Control Unit) based on the detection signal. This mode is automatically controlled, and is a four-wheel drive that can always be selected regardless of the road surface condition.

このモードでは、多板クラッチ機構３１４の締結力はアクチュエータにより連続的に増減され、後輪への駆動力がほぼゼロの二輪駆動状態と最大締結力との間で前後輪の駆動力配分を制御する。   In this mode, the engagement force of the multi-plate clutch mechanism 314 is continuously increased or decreased by the actuator, and the drive force distribution of the front and rear wheels is controlled between the two-wheel drive state where the drive force to the rear wheel is substantially zero and the maximum engagement force. To do.

四輪駆動ロックモードは、各種センサが検出した車両状態に係わらず多板クラッチ機構３１４を最大締結力に保持するモードであり、悪路走行などで四輪駆動としての走破性を最大限に発揮したい場合に選択する。

特開平１１−１２５２７９号公報 The four-wheel drive lock mode is a mode that keeps the multi-plate clutch mechanism 314 at the maximum engagement force regardless of the vehicle state detected by various sensors, and maximizes the driving performance as a four-wheel drive in rough roads. Select if you want to.

Japanese Patent Laid-Open No. 11-125279

しかしながら、このような従来の四輪駆動車用駆動力伝達装置においては、二輪駆動モードであっても、変速機３０６からの駆動力は駆動力方向変換部３１０、プロペラシャフト３１２及び多板クラッチ機構３１４の駆動側（前輪側）を回転させ、また、左後輪３２６及び右後輪３２８と後輪差動装置３２４とが直結されているため、左後輪３２６及び右後輪３２８が回転することにより、後輪差動装置３２４、ドライブピニオン３２０及び多板クラッチ機構３１４の従動側（後輪側）が回転する。   However, in such a conventional four-wheel drive vehicle driving force transmission device, even in the two-wheel drive mode, the driving force from the transmission 306 is transmitted to the driving force direction changing portion 310, the propeller shaft 312 and the multi-plate clutch mechanism. The drive side (front wheel side) of 314 is rotated, and the left rear wheel 326 and the right rear wheel 328 are directly connected to the rear wheel differential 324, so that the left rear wheel 326 and the right rear wheel 328 rotate. As a result, the driven side (rear wheel side) of the rear wheel differential 324, the drive pinion 320, and the multi-plate clutch mechanism 314 rotates.

すなわち、多板クラッチ機構３１４が開放され後輪に駆動力が伝達されない二輪駆動時にも、たとえ多板クラッチ機構３１４が完全に開放されたとしても、図２１に示すように駆動力方向変換部３１０、プロペラシャフト３１２、多板クラッチ機構３１４、ドライブピニオン３２０及び後輪差動装置３２４を含む後輪駆動力伝達区間３３０の各構成要素が回転してしまい、この区間におけるオイルの攪拌抵抗や軸受部の摩擦損失等により燃費低下を招いてしまう問題がある。   In other words, even when the multi-plate clutch mechanism 314 is released and the driving force is not transmitted to the rear wheels in two-wheel drive, even if the multi-plate clutch mechanism 314 is completely released, the driving force direction changing unit 310 is shown in FIG. , The components of the rear wheel driving force transmission section 330 including the propeller shaft 312, the multi-plate clutch mechanism 314, the drive pinion 320, and the rear wheel differential 324 rotate, and oil agitation resistance and bearings in this section There is a problem that the fuel consumption is reduced due to the friction loss.

また、多板クラッチ機構３１４には複数のクラッチ板が備わり、オイルで潤滑及び冷却されているが、クラッチ板の駆動側と従動側の回転速度差により発生するオイルの粘性抵抗やクラッチ板同士の接触による摩擦損失で発生する、いわゆる引き摺りトルクがドライブピニオン３２０及び後輪差動装置３２４のフリクショントルクより大きいために、たとえ左後輪３２６及び右後輪３２８と後輪差動装置３２４の間を切り離したとしても、多板クラッチ機構３１４の側からドライブピニオン３２０及び後輪差動装置３２４を回転させてしまうことで、燃費を悪化させる問題もある。   The multi-plate clutch mechanism 314 is provided with a plurality of clutch plates and is lubricated and cooled with oil, but the oil viscous resistance generated by the difference in rotational speed between the driving side and the driven side of the clutch plate and Since the so-called drag torque generated by the friction loss due to contact is larger than the friction torque of the drive pinion 320 and the rear wheel differential 324, even between the left rear wheel 326 and the right rear wheel 328 and the rear wheel differential 324. Even if it is separated, there is also a problem that the drive pinion 320 and the rear wheel differential device 324 are rotated from the multi-plate clutch mechanism 314 side, thereby deteriorating the fuel consumption.

この引き摺りトルクを減少させるには、多板クラッチ機構３１４へのオイルの供給を止めるか、あるいはオイルの量を極端に減らした状態で使用すれば、オイルの粘性抵抗により発生する引き摺りトルクを減少させ、又はなくすことができる。しかし、駆動力配分制御時には、十分な潤滑がされないと多板クラッチ機構３１４が焼き付く恐れがある。   In order to reduce the drag torque, if the oil supply to the multi-plate clutch mechanism 314 is stopped or the oil amount is extremely reduced, the drag torque generated by the viscous resistance of the oil is reduced. Or can be eliminated. However, at the time of driving force distribution control, the multi-plate clutch mechanism 314 may seize if sufficient lubrication is not performed.

また、多板クラッチ機構３１４の開放状態で各クラッチ板の間隔を十分に確保する方法として、隣接する駆動側のクラッチ板、あるいは隣接する従動側のクラッチ板の間に図２２に示すような、周方向に波状に形成されたリングばね３３２を挟む方法も提案されているが、この方法では駆動側のクラッチ板同士、あるいは従動側のクラッチ板同士の間隔を開けることはできるが、駆動側のクラッチ板と従動側のクラッチ板の接触を防止することはできない。   Further, as a method for ensuring a sufficient interval between the clutch plates in the opened state of the multi-plate clutch mechanism 314, a circumferential direction as shown in FIG. 22 between adjacent drive-side clutch plates or adjacent driven-side clutch plates. A method of sandwiching a ring-shaped ring spring 332 is also proposed. In this method, the drive-side clutch plates or the driven-side clutch plates can be spaced apart from each other. And the contact of the driven clutch plate cannot be prevented.

四輪駆動オートモードでは、後輪３２６及び３２８に駆動力を伝達するため、例えその伝達駆動力が最低であっても、後輪駆動力伝達区間３３０には二輪駆動モード時より大きな損失が発生するため、燃費は二輪駆動モードより悪くなる。   In the four-wheel drive auto mode, since the driving force is transmitted to the rear wheels 326 and 328, even if the transmission driving force is the lowest, a larger loss is generated in the rear wheel driving force transmission section 330 than in the two-wheel driving mode. Therefore, the fuel consumption is worse than the two-wheel drive mode.

このモードでは、ドライバーが何の操作を行わなくとも駆動力の配分は最適な状態に自動的に制御されるが、乾燥舗装路などの四輪駆動の必要ない走行条件においても、ドライバーが２ＷＤモードへのスイッチ切り替えを忘れると燃費の悪い状態で走行を続けることになる問題がある。   In this mode, the driver's power distribution is automatically controlled to the optimum state without any operation by the driver. However, even in driving conditions that do not require four-wheel drive, such as dry pavement, the driver is in 2WD mode. If you forget to switch to, there is a problem that you will continue to drive in a state of poor fuel consumption.

この場合、走行条件に応じて自動的に二輪駆動モードと四輪駆動オートモードを切り替えることでドライバーのスイッチ操作に係わらず燃費を向上させることができるが、そのためには二輪駆動と四輪駆動の切り替えを迅速に行う必要がある。   In this case, fuel consumption can be improved regardless of the driver's switch operation by automatically switching between the two-wheel drive mode and the four-wheel drive auto mode according to the driving conditions. There is a need to switch quickly.

多板クラッチ機構３１４の引き摺りトルクを減少させる他の方法として、多板クラッチ機構３１４の二輪駆動時の待機状態から四輪駆動時の締結状態に移行するアプローチ区間の距離、いわゆるエンドプレイを大きく取り、二輪駆動時の多板クラッチ機構３１４が開放状態で各クラッチ板の間隔を十分に確保しクラッチ板同士の接触を防止することが考えられる。しかし、エンドプレイを大きく取ると二輪駆動から四輪駆動に切り替える際に時間がかり、走行性能の低下を招いてしまう。   As another method of reducing the drag torque of the multi-plate clutch mechanism 314, a large distance of the approach section in which the multi-plate clutch mechanism 314 shifts from the standby state during two-wheel drive to the engaged state during four-wheel drive, so-called end play is greatly increased. It is conceivable that the multi-plate clutch mechanism 314 at the time of two-wheel drive is sufficiently open to ensure sufficient spacing between the clutch plates and prevent contact between the clutch plates. However, if the end play is large, it takes time to switch from the two-wheel drive to the four-wheel drive, resulting in a decrease in running performance.

本発明は、二輪駆動から四輪駆動への切り替え応答性を犠牲にせず、二輪駆動時の後輪差動装置及び駆動力配分装置の回転によるオイル粘性抵抗や摩擦損失を減少させることで、燃費低下を伴わない四輪駆動車用動力伝達装置を提供することを目的とする。
The present invention reduces the oil viscosity resistance and friction loss due to the rotation of the rear wheel differential device and the driving force distribution device at the time of two-wheel drive without sacrificing the switching response from two-wheel drive to four-wheel drive. An object of the present invention is to provide a power transmission device for a four-wheel drive vehicle that is not accompanied by a decrease.

この目的を達成するため本発明は次のように構成する。まず本発明は、多板クラッチ機構の締結力を連続的に変化させ前輪及び後輪に伝達する駆動力の配分を走行条件に応じて自動的に制御する四輪駆動モードと、多板クラッチ機構を開放して前輪のみに駆動力を伝達する二輪駆動モードとを切り替え可能な四輪駆動車用駆動力伝達装置を対象とする。

In order to achieve this object, the present invention is configured as follows. First, the present invention includes a four-wheel drive mode in which the engagement force of a multi-plate clutch mechanism is continuously changed to automatically control the distribution of the drive force transmitted to the front wheels and the rear wheels according to the running conditions, and the multi-plate clutch mechanism. by opening directed to two-wheel drive mode and the driving force transmission device for four-wheel drive vehicle capable of switching to transmit a driving force only to the front wheels.

本発明の四輪駆動車用駆動力伝達装置は、動力源からの駆動力を入力して左右前輪駆動軸及び多板クラッチ機構に出力する前輪差動装置と、多板クラッチ機構により配分された駆動力を伝達するプロペラシャフトと、プロペラシャフトからの駆動力を入力して左右後輪駆動軸に出力する後輪差動装置と、後輪差動装置と左右後輪駆動軸の何れか一方又は両方との連結を切断及び接続可能な断接機構と、多板クラッチ機構の開放時に、多板クラッチ機構の軸方向に変位可能な複数のラッチ板への潤滑油の供給を停止あるいは所定の量に制御する潤滑油供給量可変機構とを備え、潤滑油供給量可変機構は、クラッチ板を締結及び開放する軸方向に移動可能な押圧部材に連動し、クラッチ板へ潤滑油を供給する油孔をクラッチ板の開放位置で閉鎖し締結位置では開放して潤滑油の流量を制御する油孔開閉部と、クラッチ板の磨耗に応じて変化する押圧部材の締結方向の移動限界に連動してクラッチ板へ潤滑油を供給する油孔の位置を変位する油孔位置調整部材とを備え、二輪駆動モード時に、潤滑油供給量可変機構によりクラッチ板への潤滑油の供給を停止あるいは所定の量に制限して多板クラッチ機構の潤滑油による引き摺りトルクを多板クラッチ機構から断接機構までの後輪駆動力伝達区間の回転抵抗よりも小さくすると共に、断接機構により後輪差動装置と左右後輪駆動軸の何れか一方又は両方との連結を切断して後輪駆動力伝達区間の回転を停止する。

 The driving force transmission device for a four-wheel drive vehicle according to the present invention is distributed by a front wheel differential device that inputs a driving force from a power source and outputs the driving force to a left and right front wheel drive shaft and a multi-plate clutch mechanism, and a multi-plate clutch mechanism. A propeller shaft that transmits driving force, a rear wheel differential that inputs driving force from the propeller shaft and outputs it to the left and right rear wheel drive shafts, and either one of the rear wheel differential device and the left and right rear wheel drive shafts or When the multi-plate clutch mechanism is opened and the multi-plate clutch mechanism is released, the supply of lubricating oil to the plurality of latch plates that can be displaced in the axial direction is stopped or a predetermined amount. And a lubricating oil supply amount variable mechanism that controls the oil supply hole to supply the lubricating oil to the clutch plate in conjunction with an axially movable pressing member that engages and releases the clutch plate. Close the clutch plate in the open position. An oil hole opening / closing part that opens and controls the flow rate of the lubricating oil, and an oil hole that supplies the lubricating oil to the clutch plate in conjunction with the movement limit in the fastening direction of the pressing member that changes according to the wear of the clutch plate. And an oil hole position adjusting member that displaces the position of the multi-plate clutch mechanism in the two-wheel drive mode by stopping or restricting the supply of the lubricating oil to the clutch plate by a lubricating oil supply variable mechanism. The drag torque due to oil is made smaller than the rotational resistance of the rear wheel driving force transmission section from the multi-plate clutch mechanism to the connection / disconnection mechanism, and either the rear wheel differential device or the left / right rear wheel drive shaft or The connection with both is cut, and the rotation of the rear wheel driving force transmission section is stopped .

あるいは、本発明の四輪駆動車用駆動力伝達装置は、動力源からの駆動力を入力して左右前輪駆動軸及び多板クラッチ機構に出力する前輪差動装置と、多板クラッチ機構により配分された駆動力を伝達するプロペラシャフトと、プロペラシャフトからの駆動力を入力して左右後輪駆動軸に出力する後輪差動装置と、後輪差動装置と左右後輪駆動軸の何れか一方又は両方との連結を切断及び接続可能な断接機構と、多板クラッチ機構の開放時に、多板クラッチ機構の軸方向に変位可能な複数のクラッチ板への潤滑油の供給を停止あるいは所定の量に制御する潤滑油供給量可変機構とを備え、潤滑油供給量可変機構は、多板クラッチ機構から断接機構までの後輪駆動力伝達区間に連動して駆動され、四輪駆動時にクラッチ板へ潤滑油を供給するオイルポンプを備え、二輪駆動モード時に、潤滑油供給量可変機構によりクラッチ板への潤滑油の供給を停止あるいは所定の量に制限して多板クラッチ機構の潤滑油による引き摺りトルクを後輪駆動力伝達区間の回転抵抗よりも小さくすると共に、断接機構により後輪差動装置と左右後輪駆動軸の何れか一方又は両方との連結を切断して後輪駆動力伝達区間の回転を停止する。

 Alternatively, the driving force transmission device for a four-wheel drive vehicle of the present invention is distributed by a front wheel differential device that inputs a driving force from a power source and outputs it to the left and right front wheel drive shafts and the multi-plate clutch mechanism, and the multi-plate clutch mechanism. A propeller shaft that transmits the generated driving force, a rear wheel differential device that inputs driving force from the propeller shaft and outputs it to the left and right rear wheel drive shafts, a rear wheel differential device, and left and right rear wheel drive shafts When the multi-plate clutch mechanism is released and the multi-plate clutch mechanism is released, the supply of lubricating oil to the plurality of clutch plates that can be displaced in the axial direction is stopped or predetermined. The lubricating oil supply amount variable mechanism is controlled in conjunction with the rear wheel driving force transmission section from the multi-plate clutch mechanism to the connecting / disconnecting mechanism, and is controlled during four-wheel drive. Supply lubricating oil to the clutch plate In the two-wheel drive mode, the supply of lubricating oil to the clutch plate is stopped or limited to a predetermined amount by the variable lubricating oil supply amount mechanism, and the drag torque of the multi-plate clutch mechanism is transmitted to the rear wheel driving force. The rotation resistance of the section is made smaller, and the connection between the rear wheel differential gear and either one or both of the left and right rear wheel drive shafts is cut by the connection / disconnection mechanism to stop the rotation of the rear wheel driving force transmission section .

多板クラッチ機構は、クラッチ板相互の間隔を広げる方向に付勢するスペーサを備え、多板クラッチ機構の開放時に、クラッチ板相互の間隔の合計を多板クラッチ機構の潤滑油による引き摺りトルクを後輪駆動力伝達区間の回転抵抗よりも小さくする所定の値以上にする。

 The multi-plate clutch mechanism is provided with a spacer that urges the clutch plates in the direction of widening the distance between the clutch plates, and when the multi-plate clutch mechanism is released, the total distance between the clutch plates is reduced by the drag torque of the multi-plate clutch mechanism. The predetermined value or more is set to be smaller than the rotational resistance of the wheel driving force transmission section .

ここで、スペーサは、クラッチ板の周縁部に設けた板厚方向の凹部に挿入する挟持部と、挟持部からクラッチ板の両表面の径方向に延び、クラッチ板の軸方向に変形可能な弾性片と、を有する板ばね部材であり、また、板ばね部材を前記クラッチ板の内周縁部に設け、更に、板ばね部材は弾性片がクラッチ板の外周方向に開いた形状とする。

Here, the spacer is a sandwiching portion that is inserted into a recess in the plate thickness direction provided at the peripheral portion of the clutch plate, and an elastic that extends in the radial direction of both surfaces of the clutch plate from the sandwiching portion and can be deformed in the axial direction of the clutch plate. The plate spring member is provided at the inner peripheral edge of the clutch plate, and the plate spring member has a shape in which the elastic piece is opened in the outer peripheral direction of the clutch plate .

また、スペーサは、板ばね部材をクラッチ板の内周縁部に設け、更に、板ばね部材は弾性片がクラッチ板の外周方向に開いた形状とする。 The spacer has a leaf spring member provided on the inner peripheral edge of the clutch plate, and the leaf spring member has a shape in which an elastic piece is opened in the outer circumferential direction of the clutch plate .

更に、多板クラッチ機構は、クラッチ板を締結及び開放する軸方向に移動可能な押圧部材と、押圧部材を移動させるために回転力を出力する駆動源と、駆動源からの回転力を押圧部材の締結方向に変換及び増幅する押圧機構とを備え、駆動源の回転角に対する押圧部材の軸方向変位への変換率が、押圧部材が開放方向の待機位置から締結方向の締結開始位置まで移動する移行区間と、締結開始位置から締結方向の締結終了位置までの締結力を連続的に変化させる押圧区間とでは、移行区間の方が大きいとを特徴とする。   Further, the multi-plate clutch mechanism includes a pressing member that is movable in an axial direction for fastening and releasing the clutch plate, a driving source that outputs a rotational force to move the pressing member, and a rotational member that presses the rotational force from the driving source. And a pressing mechanism that converts and amplifies in the fastening direction, and the conversion rate of the pressing member to the axial displacement with respect to the rotation angle of the drive source moves from the standby position in the opening direction to the fastening start position in the fastening direction. The transition section and the pressing section that continuously changes the fastening force from the fastening start position to the fastening end position in the fastening direction are characterized in that the transition section is larger.

ここで、押圧機構は、押圧部材と同軸に設けられた固定カムプレートと回転カムプレートとの対向面上に円周方向に延びる複数のボールカム溝を各々設けると共に前記両ボールカム溝間に各々ボールを挟持したボールカム機構を備え、ボールカム溝は、押圧部材を移行区間で移動させる非線形領域と、押圧部材を押圧区間で移動させる線形領域とを有し、回転カムプレートの回転角に対する軸方向の変位が、線形領域より非線形領域の方が大きいことを特徴とする。   Here, the pressing mechanism is provided with a plurality of ball cam grooves extending in the circumferential direction on the opposing surfaces of the fixed cam plate and the rotating cam plate provided coaxially with the pressing member, and each ball is placed between the two ball cam grooves. The ball cam groove includes a nonlinear region in which the pressing member is moved in the transition section and a linear region in which the pressing member is moved in the pressing section, and the axial displacement with respect to the rotation angle of the rotating cam plate is provided. The non-linear region is larger than the linear region.

ボールカム機構は、円周方向に配置された各ボールの相対位置を保持するリテーナを備え、リテーナは、ボールカム溝に対するボールの初期位置を規制する位置決め部を有する。   The ball cam mechanism includes a retainer that holds a relative position of each ball arranged in the circumferential direction, and the retainer has a positioning portion that regulates an initial position of the ball with respect to the ball cam groove.

また、押圧機構は、押圧部材と同軸に設けられ回転変位を軸方向変位に変換する回転カムプレートと、外周方向のカム面を有し駆動源により回転駆動される周縁カムと、回転カムプレートから延在したアーム部先端に周縁カムと係合するカムフォロアとを備え、カム面は、押圧部材を前記移行区間で移動させる非線形領域と、押圧部材を押圧区間で移動させる線形領域とを有し、周縁カムの回転角に対するカムフォロアの法線方向変位が、線形領域より非線形領域の方が大きいことを特徴とする。   The pressing mechanism includes a rotating cam plate that is provided coaxially with the pressing member and converts rotational displacement into axial displacement, a peripheral cam that has a cam surface in the outer peripheral direction and is driven to rotate by a driving source, and a rotating cam plate A cam follower that engages with a peripheral cam at the distal end of the extended arm portion, and the cam surface has a non-linear region that moves the pressing member in the transition section, and a linear region that moves the pressing member in the pressing section, The normal displacement of the cam follower relative to the rotation angle of the peripheral cam is larger in the non-linear region than in the linear region.

あるいは、多板クラッチ機構は、クラッチ板を締結及び開放する軸方向に移動可能な押圧部材と、プライマリークラッチと、プライマリークラッチを締結及び開放する軸方向に移動可能なアクチュエータと、プライマリークラッチからの回転力を押圧部材の締結方向に変換及び増幅する押圧機構とを備えたことを特徴とする。
Alternatively, the multi-plate clutch mechanism includes an axially movable pressing member for fastening and releasing the clutch plate, a primary clutch, an axially movable actuator for fastening and releasing the primary clutch, and rotation from the primary clutch. And a pressing mechanism for converting and amplifying the force in the fastening direction of the pressing member.

本発明によれば、二輪駆動モード時に、断接機構により後輪差動装置と左右後輪駆動軸の何れか一方、又は両方との連結を切断して後輪の回転に伴う後輪差動装置のリングギアの回転を抑制し、また、多板クラッチ機構のクラッチ板同士の間隔をスペーサを用いて確保すると共にクラッチ板へのオイルの供給を制限して多板クラッチ機構の引き摺りトルクを後輪駆動力伝達区間のフリクショントルクよりも小さくすることで、後輪駆動力伝達区間の構成要素の回転を止め、この区間のオイル粘性抵抗や摩擦損失を減少させ燃費低下を防止できる。   According to the present invention, in the two-wheel drive mode, the rear wheel differential accompanying the rotation of the rear wheel by disconnecting the connection between the rear wheel differential device and either the left or right rear wheel drive shaft or both by the connecting / disconnecting mechanism. The rotation of the ring gear of the device is suppressed, the spacing between the clutch plates of the multi-plate clutch mechanism is secured by using a spacer, and the oil supply to the clutch plate is restricted to reduce the drag torque of the multi-plate clutch mechanism. By making it smaller than the friction torque in the wheel driving force transmission section, the rotation of the components in the rear wheel driving force transmission section can be stopped, and the oil viscosity resistance and friction loss in this section can be reduced to prevent fuel consumption from decreasing.

更に、クラッチ板同士の間隔を確保するためにエンドプレイを大きく取った場合でも、押圧部材がクラッチ板に接触、又は近接するまでのアプローチ区間をそれ以降の押圧区間よりも速く動かす押圧機構を備えることで、二輪駆動モードから四輪駆動モードへの切り替え応答性を犠牲にすることなく燃費低下を防止できる。
Furthermore, even when a large end play is taken to ensure the spacing between the clutch plates, a pressing mechanism is provided that moves the approach section until the pressing member contacts or approaches the clutch plate faster than the subsequent pressing sections. Thus, it is possible to prevent a reduction in fuel consumption without sacrificing the switching response from the two-wheel drive mode to the four-wheel drive mode.

図１は、本発明による四輪駆動車用駆動力伝達装置の実施形態を示した説明図であり、二輪駆動モードでは前輪を駆動する方式の車両に適用した場合である。図１において、本実施形態の駆動力伝達装置１０は四輪駆動車１２に設けられ、駆動力配分装置１８、前輪差動装置２０及び後輪差動装置２２を備える。後輪差動装置２２はプロペラシャフト２４を介して駆動力配分装置１８に連結されている。   FIG. 1 is an explanatory view showing an embodiment of a driving force transmission device for a four-wheel drive vehicle according to the present invention, which is applied to a vehicle in which a front wheel is driven in a two-wheel drive mode. In FIG. 1, the driving force transmission device 10 of this embodiment is provided in a four-wheel drive vehicle 12 and includes a driving force distribution device 18, a front wheel differential device 20, and a rear wheel differential device 22. The rear wheel differential device 22 is connected to the driving force distribution device 18 via the propeller shaft 24.

エンジン１４からの駆動力は変速機１６で変速され、変速機１６のドライブギア３６及び前輪差動装置２０のリングギア３８を介して駆動力配分装置１８の入力軸１０２に入力し、二輪駆動モードで、入力軸１０２に同軸に設けられた多板クラッチ機構１０６が開放されている場合、駆動力は後輪に配分されずにそのまま前輪差動装置２０に出力される。   The driving force from the engine 14 is shifted by the transmission 16, and is input to the input shaft 102 of the driving force distribution device 18 via the drive gear 36 of the transmission 16 and the ring gear 38 of the front wheel differential device 20, and the two-wheel drive mode. When the multi-plate clutch mechanism 106 provided coaxially with the input shaft 102 is opened, the driving force is output to the front wheel differential device 20 without being distributed to the rear wheels.

リングギア３８はピニオン４０、４２、サイドギア４４、４６を介して左前輪駆動軸４８及び右前輪駆動軸５０を駆動し、左前輪駆動軸４８及び右前輪駆動軸５０は各々左前輪５２及び右前輪５４を回転させ駆動力を路面に伝達する。コーナリング時や路面状態の変化等により左前輪５２と右全輪５４に回転速度差が生じても、前輪差動装置２０は回転速度差を吸収し、左前輪５２及び右前輪５４に等しいトルクを与え回転させることができる。   The ring gear 38 drives the left front wheel drive shaft 48 and the right front wheel drive shaft 50 via the pinions 40 and 42 and the side gears 44 and 46, and the left front wheel drive shaft 48 and the right front wheel drive shaft 50 are the left front wheel 52 and the right front wheel, respectively. 54 is rotated to transmit the driving force to the road surface. Even if there is a difference in rotational speed between the left front wheel 52 and the right all wheels 54 due to cornering, changes in road surface conditions, etc., the front wheel differential 20 absorbs the rotational speed difference and applies equal torque to the left front wheel 52 and the right front wheel 54. Can be fed and rotated.

ドライバーが二輪駆動モードから四輪駆動モードに切り替えると、ＥＣＵはまず多板クラッチ機構１０６を締結し、続いて断接機構７６の連結を接続することで、多板クラッチ機構１０６からの駆動力が左後輪７２及び右後輪７４に伝達可能となる。   When the driver switches from the two-wheel drive mode to the four-wheel drive mode, the ECU first fastens the multi-plate clutch mechanism 106 and then connects the connection / disconnection mechanism 76 so that the driving force from the multi-plate clutch mechanism 106 is increased. Transmission to the left rear wheel 72 and the right rear wheel 74 is possible.

後輪出力軸１１８から出力された駆動力は自在継手３２、プロペラシャフト２４、自在継手３４を介し、後輪差動装置２２のドライブピニオン５６に伝達され、ドライブピニオン５６は、リングギア５８、ピニオン６０、６２、サイドギア６４、６６を介して左後輪駆動軸６８及び右後輪駆動軸７０を駆動し、左後輪駆動軸６８及び右後輪駆動軸７０は各々左後輪７２及び右後輪７４を回転させ駆動力を路面に伝達する。   The driving force output from the rear wheel output shaft 118 is transmitted to the drive pinion 56 of the rear wheel differential 22 through the universal joint 32, the propeller shaft 24, and the universal joint 34. The drive pinion 56 includes a ring gear 58 and a pinion. The left rear wheel drive shaft 68 and the right rear wheel drive shaft 70 are driven via 60, 62 and the side gears 64, 66. The left rear wheel drive shaft 68 and the right rear wheel drive shaft 70 are driven by the left rear wheel 72 and the right rear wheel, respectively. The wheel 74 is rotated to transmit the driving force to the road surface.

断接機構７６は四輪駆動時にはサイドギア６６と右後輪駆動軸７０を連結しており、サイドギア６６の回転はそのまま右後輪駆動軸７０に伝達される。コーナリング時や路面状態の変化等により左後輪７２と右後輪７４に回転速度差が生じても、後輪差動装置２２は回転速度差を吸収し、左後輪７２及び右後輪７４に等しいトルクを与え回転させることができる。   The connection / disconnection mechanism 76 connects the side gear 66 and the right rear wheel drive shaft 70 during four-wheel drive, and the rotation of the side gear 66 is transmitted to the right rear wheel drive shaft 70 as it is. Even if a difference in rotational speed occurs between the left rear wheel 72 and the right rear wheel 74 due to cornering or changes in road surface conditions, the rear wheel differential 22 absorbs the rotational speed difference, and the left rear wheel 72 and the right rear wheel 74 Can be rotated by applying a torque equal to.

多板クラッチ機構１０６の締結力はサーボモータにより連続的に制御され、必要に応じて後輪出力軸１１８へ伝達する駆動力を増減させることで、前後輪の駆動力配分を制御する。   The fastening force of the multi-plate clutch mechanism 106 is continuously controlled by a servomotor, and the driving force distribution of the front and rear wheels is controlled by increasing or decreasing the driving force transmitted to the rear wheel output shaft 118 as necessary.

四輪駆動オートモードから二輪駆動モードに切り替えると、ＥＣＵはまず多板クラッチ機構１０６を開放し、続いて断接機構７６の連結を切断する。この場合、ＥＣＵは先に断接機構７６の連結を切断した後に多板クラッチ機構１０６を開放してもよい。   When switching from the four-wheel drive auto mode to the two-wheel drive mode, the ECU first opens the multi-plate clutch mechanism 106 and then disconnects the connection / disconnection mechanism 76. In this case, the ECU may release the multi-plate clutch mechanism 106 after first disconnecting the connection / disconnection mechanism 76.

断接機構７６はサイドギア６６と右後輪駆動軸７０との連結を絶ち、左後輪７２及び右後輪７４が路面から受ける回転力がリングギア５８を回転させることを防止する。これにより、二輪駆動時に燃費低下を招く要因である、後輪を駆動しない二輪駆動時にもリングギア５８からベベルギア１１２までの後輪駆動力伝達区間７８が回転してしまう問題を解消できる。   The connection / disconnection mechanism 76 disconnects the connection between the side gear 66 and the right rear wheel drive shaft 70 and prevents the rotational force received by the left rear wheel 72 and the right rear wheel 74 from the road surface from rotating the ring gear 58. As a result, it is possible to solve the problem that the rear wheel driving force transmission section 78 from the ring gear 58 to the bevel gear 112 rotates even during the two-wheel drive without driving the rear wheel, which is a factor that causes a reduction in fuel consumption during the two-wheel drive.

また、ドライバーが切り替えスイッチを操作しなくとも、車両状態を検出してＥＣＵの判断により、四輪駆動の必要がない時には自動的に二輪駆動モードに切り替え、逆に四輪駆動が必要な時には四輪駆動モードに切り替えるようにしてもよい。   Even if the driver does not operate the changeover switch, the vehicle state is detected and the ECU determines that the vehicle is automatically switched to the two-wheel drive mode when four-wheel drive is not necessary. You may make it switch to wheel drive mode.

図１において、仮に、二輪駆動モード時にサイドギア６６と右後輪駆動軸７０が連結されているとすると、例えばサイドギア６４及び６６が同方向に同速度で回転する場合、ピニオン６０及びピニオン６２は回転（自転）せずにリングギア５８が回転する。サイドギア６４及び６６に回転速度差があったとしても同方向の回転であれば回転速度は変化するがリングギア５８は回転し、リングギア５８が回転することで連結しているドライブピニオン５６、自在継手３４、プロペラシャフト２４、自在継手３２、後輪出力軸１１８、出力ピニオン１１４、ベベルギア１１２が回転してしまう。   In FIG. 1, if the side gear 66 and the right rear wheel drive shaft 70 are connected in the two-wheel drive mode, for example, when the side gears 64 and 66 rotate at the same speed in the same direction, the pinion 60 and the pinion 62 rotate. The ring gear 58 rotates without rotating (rotating). Even if there is a difference in rotational speed between the side gears 64 and 66, if the rotational speed is the same, the rotational speed will change, but the ring gear 58 will rotate, and the ring gear 58 will rotate so that the drive pinion 56 is connected. The joint 34, the propeller shaft 24, the universal joint 32, the rear wheel output shaft 118, the output pinion 114, and the bevel gear 112 are rotated.

この、リングギア５８からベベルギア１１２までの後輪駆動力伝達区間７８は二輪駆動時には回転する必要のない部位であるにも関わらず、この部分の回転がオイルの粘性抵抗や軸受部の摩擦損失等を引き起こす。すなわち、左前輪５２及び右前輪５４から路面に伝わった駆動力が左後輪７２及び右後輪７４を回転させることで、二輪駆動時には回転する必要のない後輪駆動力伝達区間７８を回転させ、駆動力の損失となり燃費低下を招いてしまう。   Although the rear wheel driving force transmission section 78 from the ring gear 58 to the bevel gear 112 is a portion that does not need to be rotated during two-wheel drive, the rotation of this portion is caused by oil viscosity resistance, friction loss of the bearing portion, and the like. cause. That is, the driving force transmitted from the left front wheel 52 and the right front wheel 54 to the road surface rotates the left rear wheel 72 and the right rear wheel 74, thereby rotating the rear wheel driving force transmission section 78 that does not need to be rotated during two-wheel drive. As a result, the driving force is lost and the fuel consumption is reduced.

そこで、本発明にあっては、二輪駆動モードでは断接機構７６によりサイドギア６６と右後輪駆動軸７０の連結を絶つと共に、多板クラッチ機構１０６の引き摺りトルクを後輪駆動力伝達区間７８のフリクショントルクより小さくすることで、後輪駆動力伝達区間７８の回転を防止している。   Therefore, in the present invention, in the two-wheel drive mode, the connection and disconnection mechanism 76 disconnects the side gear 66 and the right rear wheel drive shaft 70, and the drag torque of the multi-plate clutch mechanism 106 is applied to the rear wheel drive force transmission section 78. By making it smaller than the friction torque, the rotation of the rear wheel driving force transmission section 78 is prevented.

サイドギア６６と右後輪駆動軸７０の連結が絶たれると、右後輪７４の回転はサイドギア６６に伝わらず、そのため、左後輪７２によるサイドギア６４の回転はピニオン６０及びピニオン６２を介してサイドギア６６を反対方向に回転させることが可能で、このピニオン６０、ピニオン６２、サイドギア６６の回転抵抗よりも、リングギア５８に繋がるドライブピニオン５６からベベルギア１１２までの回転抵抗の方が大きいため、リングギア５８は回転しない。   When the connection between the side gear 66 and the right rear wheel drive shaft 70 is broken, the rotation of the right rear wheel 74 is not transmitted to the side gear 66, and therefore the rotation of the side gear 64 by the left rear wheel 72 is performed via the pinion 60 and the pinion 62. 66 can be rotated in the opposite direction, and the rotational resistance from the drive pinion 56 connected to the ring gear 58 to the bevel gear 112 is greater than the rotational resistance of the pinion 60, the pinion 62, and the side gear 66. 58 does not rotate.

リングギア５８が回転しないということは、後輪駆動力伝達区間７８が回転しないことであり、この場合の駆動力の損失はピニオン６０、ピニオン６２、サイドギア６６が回転する部分だけとなり、断接機構７６がなく前輪駆動力伝達区間７８が回転してしまう場合と比べて燃費向上が可能である。   The fact that the ring gear 58 does not rotate means that the rear wheel driving force transmission section 78 does not rotate. In this case, the driving force is lost only in the portion where the pinion 60, the pinion 62, and the side gear 66 rotate, and the connection / disconnection mechanism. Compared with the case where the front wheel driving force transmission section 78 does not have 76 and rotates, fuel efficiency can be improved.

なお、本実施形態において、断接機構７６は後輪差動装置２２内のサイドギア６６と右後輪駆動軸７０の中間に設置されているが、サイドギア６６と右後輪駆動軸７０を断続する位置、あるいはサイドギア６４と左後輪駆動軸６８を断続する位置、又はその両方の位置であれば後輪差動装置２２内に設置するか外に設置するかを問わない。更に、ピニオン６０、６２、サイドギア６４、６６で構成するユニットをリングギア５８と分離し、その連結を断続する方式等の他の機構でも構わない。   In the present embodiment, the connecting / disconnecting mechanism 76 is disposed between the side gear 66 and the right rear wheel drive shaft 70 in the rear wheel differential 22, but intermittently connects the side gear 66 and the right rear wheel drive shaft 70. The position or the position where the side gear 64 and the left rear wheel drive shaft 68 are intermittently connected, or the position of both, may be installed in the rear wheel differential 22 or outside. Further, another mechanism such as a system in which the unit constituted by the pinions 60 and 62 and the side gears 64 and 66 is separated from the ring gear 58 and the connection thereof is interrupted may be used.

図２は、図１の後輪差動装置２２の実施形態を示した断面図であり、断接機構７６を備える。図２において、後輪差動装置２２はデフケース８０の外周部に固定されたリングギア５８、デフケース８０に固定されたピニオン軸８２に回転自在に軸支されたピニオン６０及びピニオン６２、左後輪駆動軸６８に回転不可に軸支されデフケース８０内ピニオン６０及びピニオン６２と噛み合うサイドギア６４、サイドギア軸８４に回転不可に軸支されデフケース８０内でピニオン６０及びピニオン６２と噛み合うサイドギア６６を備える。   FIG. 2 is a cross-sectional view showing an embodiment of the rear-wheel differential device 22 of FIG. In FIG. 2, the rear wheel differential 22 includes a ring gear 58 fixed to the outer periphery of the differential case 80, a pinion 60 and a pinion 62 rotatably supported by a pinion shaft 82 fixed to the differential case 80, and a left rear wheel. A side gear 64 that is rotatably supported by the drive shaft 68 and meshes with the pinion 60 and the pinion 62 in the differential case 80, and a side gear 66 that is pivotally supported by the side gear shaft 84 and that is nonrotatably meshed with the pinion 60 and the pinion 62.

更に、端部７０ｂがサイドギア軸８４に回転方向に拘束されずに勘合している右後輪駆動軸７０、右後輪駆動軸７０の歯部７０ａ及びサイドギア軸８４の歯部８４ａとスプライン結合し、右後輪駆動軸７０とサイドギア軸８４を連結する位置と連結を解除する位置でスライド可能なスリーブ８６、スリーブ８６の溝部８６ａに摺動自在に係合する先端部８８ａによりスリーブ８６をスライドさせるフォーク８８、フォーク８８に固定され図示しないアクチュエータにより軸方向に駆動されるシフト軸９０を備え、四輪駆動時にリングギア５８と噛み合うドライブピニオン５６からの駆動力を左後輪７２及び右後輪７４に伝達する。   Further, the end portion 70b is spline-coupled to the right rear wheel drive shaft 70, which is fitted to the side gear shaft 84 without being restricted in the rotational direction, the tooth portion 70a of the right rear wheel drive shaft 70, and the tooth portion 84a of the side gear shaft 84. The sleeve 86 is slid by a slidable sleeve 86 at a position where the right rear wheel drive shaft 70 and the side gear shaft 84 are connected and a position where the connection is released, and a distal end portion 88a slidably engaged with a groove 86a of the sleeve 86. A fork 88 and a shift shaft 90 fixed to the fork 88 and driven in the axial direction by an actuator (not shown) are provided, and driving force from a drive pinion 56 that meshes with the ring gear 58 during four-wheel drive is applied to the left rear wheel 72 and the right rear wheel 74. To communicate.

図２（Ａ）は、二輪駆動時の断接機構７６が非連結状態で、スリーブ８６はサイドギア軸８４の歯部８４ａと噛み合っていない。左後輪駆動軸６８の回転はサイドギア６４、ピニオン６０及びピニオン６２を介してサイドギア６６に伝わり、リングギア５８が回転しないことからサイドギア軸８４を左後輪駆動軸６８とは反対方向に回転させる。   In FIG. 2A, the connecting / disconnecting mechanism 76 at the time of two-wheel drive is in a non-connected state, and the sleeve 86 is not engaged with the tooth portion 84a of the side gear shaft 84. The rotation of the left rear wheel drive shaft 68 is transmitted to the side gear 66 via the side gear 64, the pinion 60 and the pinion 62, and the ring gear 58 does not rotate, so the side gear shaft 84 is rotated in the direction opposite to the left rear wheel drive shaft 68. .

図２（Ｂ）は、四輪駆動時にフォーク８８がＬ方向に移動し断接機構７６が連結された状態で、スリーブ８６はサイドギア軸８４の歯部８４ａと噛み合っている。ドライブピニオン５６によりリングギア５８が回転し、左後輪駆動軸６８と右後輪駆動軸７０を同方向に回転させる。二輪駆動に戻る際にはフォーク８８がＵ方向に移動し断接機構７６は非連結状態に戻る。   FIG. 2B shows the sleeve 86 meshing with the tooth portion 84a of the side gear shaft 84 in a state in which the fork 88 moves in the L direction and the connection / disconnection mechanism 76 is connected during four-wheel drive. The ring gear 58 is rotated by the drive pinion 56, and the left rear wheel drive shaft 68 and the right rear wheel drive shaft 70 are rotated in the same direction. When returning to the two-wheel drive, the fork 88 moves in the U direction and the connection / disconnection mechanism 76 returns to the unconnected state.

二輪駆動モード時に燃費低下を招く他の要因として、多板クラッチ機構１０６に備わる複数のクラッチ板の駆動側（前輪側）と従動側（後輪側）の回転速度差により発生するオイルの粘性抵抗やクラッチ板同士の接触による摩擦損失、いわゆる引き摺りトルクが後輪駆動力伝達区間７８のフリクショントルクより大きいために、後輪駆動力伝達区間７８が回転してしまう問題がある。   Another factor that causes a reduction in fuel consumption in the two-wheel drive mode is the oil viscous resistance generated by the difference in rotational speed between the drive side (front wheel side) and the driven side (rear wheel side) of the plurality of clutch plates provided in the multi-plate clutch mechanism 106. Further, since the friction loss due to contact between the clutch plates, so-called drag torque, is larger than the friction torque of the rear wheel driving force transmission section 78, there is a problem that the rear wheel driving force transmission section 78 rotates.

図３は、図１の駆動力配分装置１８の実施形態を示した断面図である。図３において、駆動力配分装置１８はケース１００を有し、ケース１００の左側にエンジン１４からの駆動力を変速機１６、前輪差動装置２０のリングギア３８を介して入力する入力軸１０２が設けられ、入力軸１０２には、右前輪駆動軸５０が回転自在に貫通している。   FIG. 3 is a cross-sectional view showing an embodiment of the driving force distribution device 18 of FIG. In FIG. 3, the driving force distribution device 18 has a case 100, and an input shaft 102 that inputs the driving force from the engine 14 via the transmission 16 and the ring gear 38 of the front wheel differential 20 on the left side of the case 100. The right front wheel drive shaft 50 is rotatably passed through the input shaft 102.

入力軸１０２と同軸に多板クラッチ機構１０６とボールカム機構１２２が設けられ、多板クラッチ機構１０６はクラッチハブ１０８を入力軸１０２に固定し、クラッチドラム１１０を入力軸１０２に対しベベルギア軸１１６と共に回転自在に設けたベベルギア１１２に連結している。   A multi-plate clutch mechanism 106 and a ball cam mechanism 122 are provided coaxially with the input shaft 102. The multi-plate clutch mechanism 106 fixes the clutch hub 108 to the input shaft 102, and rotates the clutch drum 110 with the bevel gear shaft 116 relative to the input shaft 102. It connects with the bevel gear 112 provided freely.

入力軸１０２と直角に、後輪側に駆動力を出力する後輪出力軸１１８がケース１００の左下側に設けられており、後輪出力軸１１８には出力ピニオン１１４が連結されベベルギア１１２と噛み合っている。   A rear wheel output shaft 118 that outputs driving force to the rear wheel side at a right angle to the input shaft 102 is provided on the lower left side of the case 100. An output pinion 114 is connected to the rear wheel output shaft 118 and meshes with the bevel gear 112. ing.

ボールカム機構１２２の多板クラッチ機構１０６の反対側にはオイルポンプ１８４が配置され、入力軸１０２から動力を得て入力軸１０２に設けられた油路１８６にオイルを供給する。   An oil pump 184 is disposed on the opposite side of the ball cam mechanism 122 to the multi-plate clutch mechanism 106, and obtains power from the input shaft 102 and supplies oil to an oil passage 186 provided in the input shaft 102.

このような駆動力配分装置１８において、二輪駆動時には、多板クラッチ機構１０６のクラッチハブ１０８とクラッチドラム１１０の間が開放され、入力軸１０２の駆動力は後輪出力軸１１８には伝達されない。   In such a driving force distribution device 18, during the two-wheel drive, the clutch hub 108 and the clutch drum 110 of the multi-plate clutch mechanism 106 are opened, and the driving force of the input shaft 102 is not transmitted to the rear wheel output shaft 118.

四輪駆動時にあっては、多板クラッチ機構１０６が締結され、入力軸１０２からの駆動力を多板クラッチ機構１０６、ベベルギア１１２、出力ピニオン１１４を介して後輪出力軸１１８にも伝達する。   During four-wheel drive, the multi-plate clutch mechanism 106 is engaged, and the driving force from the input shaft 102 is transmitted to the rear wheel output shaft 118 via the multi-plate clutch mechanism 106, the bevel gear 112, and the output pinion 114.

図４は、図３の多板クラッチ機構１０６及びボールカム機構１２２を示した断面図である。図４において、多板クラッチ機構１０６に対しては、クラッチハブ１０８とクラッチドラム１１０の間に設けた複数のクラッチ板１２０の締結力を制御するボールカム機構１２２が設けられる。クラッチ板１２０は、クラッチ板同士の間隔を保持するスペーサ１７８を備える。   4 is a cross-sectional view showing the multi-plate clutch mechanism 106 and the ball cam mechanism 122 of FIG. In FIG. 4, the multi-plate clutch mechanism 106 is provided with a ball cam mechanism 122 that controls the fastening force of a plurality of clutch plates 120 provided between the clutch hub 108 and the clutch drum 110. Clutch plate 120 includes a spacer 178 that maintains the spacing between the clutch plates.

ボールカム機構１２２は、入力軸１０２と同軸に相対回転自在に設けられた一対の固定カムプレート１２４と回転カムプレート１２６の対向するカム面のボールカム溝１２８にボール１４０を挟んで保持している。更に、固定カムプレート１２４と回転カムプレート１２６の間には位置決め用の突起部１３８を有するリテーナ１３６を備える。   The ball cam mechanism 122 holds the ball 140 with a pair of a fixed cam plate 124 coaxially provided with the input shaft 102 and a ball cam groove 128 on a cam surface facing the rotating cam plate 126 with the ball 140 interposed therebetween. Further, a retainer 136 having a positioning projection 138 is provided between the fixed cam plate 124 and the rotating cam plate 126.

図５は、図３のボールカム機構１２２をオイルポンプ１８４の方向から見た説明図である。図５において、固定カムプレート１２４は、アーム部１４２を延在してＵ字形の先端を保持部１５２ａの外側に嵌め入れて回転を停止させている。回転カムプレート１２６は、円周方向に複数のボールカム溝１２８を有し、アーム部１４４を延在して先端に形成した扇型ギア１４６が駆動ギア１４８に噛み合っている。   FIG. 5 is an explanatory view of the ball cam mechanism 122 of FIG. 3 as viewed from the direction of the oil pump 184. In FIG. 5, the fixed cam plate 124 extends the arm portion 142, and the U-shaped tip is fitted to the outside of the holding portion 152 a to stop the rotation. The rotating cam plate 126 has a plurality of ball cam grooves 128 in the circumferential direction, and a fan-shaped gear 146 that extends from the arm portion 144 and is formed at the distal end meshes with the drive gear 148.

再び、図３及び４を参照するに、サーボモータ１５０は減速機１５２を介して駆動ギア１４８を回転させる。固定カムプレート１２４の右側にはスラスト軸受１５４を介して固定プレート１５８が配置され、回転カムプレート１２６の左側にはスラスト軸受１５６を介して押圧部材１６０が配置される。押圧部材１６０は、クラッチハブ１０８との間に備わる復帰ばね１６２により多板クラッチ機構１０６の開放方向に付勢されている。   Referring again to FIGS. 3 and 4, the servo motor 150 rotates the drive gear 148 via the speed reducer 152. A fixed plate 158 is disposed on the right side of the fixed cam plate 124 via a thrust bearing 154, and a pressing member 160 is disposed on the left side of the rotating cam plate 126 via a thrust bearing 156. The pressing member 160 is urged in the opening direction of the multi-plate clutch mechanism 106 by a return spring 162 provided between the pressing member 160 and the clutch hub 108.

ボールカム機構１２２は、駆動ギア１４８により回転カムプレート１２６が固定カムプレート１２４に対し所定方向に回転駆動されると、対向する面の傾斜溝であるボールカム溝１２８に挟まれているボール１４０による押圧を受けて押圧部材１６０及び復帰ばね１６２を軸方向に押し、押圧部材１６０が多板クラッチ機構１０６のクラッチ板１２０を押すことで、駆動ギア１４８の回転量に応じて伝達トルクを増加させ、最大押付け位置で直結状態となる。   When the rotating cam plate 126 is rotationally driven in a predetermined direction with respect to the fixed cam plate 124 by the drive gear 148, the ball cam mechanism 122 is pressed by the ball 140 sandwiched between the ball cam grooves 128 that are inclined grooves on the opposing surfaces. Then, the pressing member 160 and the return spring 162 are pressed in the axial direction, and the pressing member 160 presses the clutch plate 120 of the multi-plate clutch mechanism 106, whereby the transmission torque is increased according to the rotation amount of the drive gear 148, and the maximum pressing is performed. Directly connected at the position.

入力軸１０２、クラッチハブ１０８及び押圧部材１６０に囲まれる部位には、油路１８６から多板クラッチ機構１０６の複数のクラッチ板１２０へのオイルの供給を制御する油孔開閉部１６４が配置される。油孔開閉部１６４は、油孔１６８、ラチェット爪１７０を有する油孔位置調整部材１６６、皿ばね１７２、入力軸１０２に設けられたラック１７４、押圧部材１６０に設けられ油孔１６８を開閉する弁部１７６で構成される。   An oil hole opening / closing portion 164 that controls the supply of oil from the oil passage 186 to the plurality of clutch plates 120 of the multi-plate clutch mechanism 106 is disposed in a portion surrounded by the input shaft 102, the clutch hub 108, and the pressing member 160. . The oil hole opening / closing section 164 includes an oil hole 168, an oil hole position adjusting member 166 having a ratchet pawl 170, a disc spring 172, a rack 174 provided on the input shaft 102, and a valve provided on the pressing member 160 for opening and closing the oil hole 168. Part 176.

図６は、図３の多板クラッチ機構１０６の油孔開閉部１６４の動作を示す説明図である。図６（Ａ）は、二輪駆動時の多板クラッチ機構１０６が開放された状態で、押圧部材１６０はクラッチ板１２０から最も離れた待機位置に在る。油孔位置調整部材１６６は皿ばね１７２により右方に付勢されているがラチェット爪１７０とラック１７４で規制されている。   FIG. 6 is an explanatory view showing the operation of the oil hole opening / closing part 164 of the multi-plate clutch mechanism 106 of FIG. FIG. 6A shows a state in which the multi-plate clutch mechanism 106 during two-wheel drive is opened, and the pressing member 160 is in a standby position farthest from the clutch plate 120. The oil hole position adjusting member 166 is biased to the right by the disc spring 172, but is restricted by the ratchet pawl 170 and the rack 174.

この状態では、クラッチ板１２０の内でクラッチドラム１１０に係合した方は回転しないが、クラッチハブ１０８に係合した方が入力軸１０２の回転と共に回転する。しかし、押圧部材１６０がこの位置では弁部１７６が油孔１６８を閉じているため、油路１８６からのオイルはクラッチ板１２０には供給されず、オイルによる粘性抵抗を軽減することでクラッチドラム１１０側の引き摺りを防止できる。   In this state, one of the clutch plates 120 engaged with the clutch drum 110 does not rotate, but the one engaged with the clutch hub 108 rotates with the rotation of the input shaft 102. However, since the valve member 176 closes the oil hole 168 when the pressing member 160 is in this position, the oil from the oil passage 186 is not supplied to the clutch plate 120, and the clutch drum 110 is reduced by reducing the viscous resistance caused by the oil. Side drag can be prevented.

なお、本実施形態にあっては、図６（Ａ）の多板クラッチ機構１０６が開放された状態で、弁部１７６が油孔１６８を完全に閉じているが、この時点で弁部１７６が油孔１６８を完全に閉じることなく、若干のオイルをクラッチ板１２０に供給するように構成してもよく、その量はクラッチ板１２０の潤滑や冷却を考慮して任意に設定できる。   In the present embodiment, the valve portion 176 completely closes the oil hole 168 with the multi-plate clutch mechanism 106 of FIG. 6A opened, but at this point, the valve portion 176 The oil hole 168 may be configured to be supplied to the clutch plate 120 without completely closing the oil hole 168, and the amount can be arbitrarily set in consideration of lubrication and cooling of the clutch plate 120.

図６（Ｂ）は、二輪駆動から四輪駆動へ切り替わる途中の多板クラッチ機構１０６の締結初期状態で、ボールカム機構１２２に押され左方に移動した押圧部材１６０はクラッチ板１２０に接触を開始した位置に在る。この時点からクラッチ板１２０同士も徐々に接触を始め、その摩擦トルクにより多板クラッチ機構１０６は駆動力を前輪側に伝達し始める。この位置では弁部１７６が油孔１６８を開いているため、矢印で示すように油路１８６からオイルがクラッチ板１２０に供給され、クラッチ板同士の焼き付を防止する。   FIG. 6B shows an initial engagement state of the multi-plate clutch mechanism 106 in the middle of switching from the two-wheel drive to the four-wheel drive, and the pressing member 160 pushed by the ball cam mechanism 122 and moved to the left starts to contact the clutch plate 120. Is in the position. From this point of time, the clutch plates 120 also gradually come into contact with each other, and the multi-plate clutch mechanism 106 starts to transmit the driving force to the front wheels by the friction torque. At this position, the valve portion 176 has the oil hole 168 open, so that oil is supplied from the oil passage 186 to the clutch plate 120 as shown by the arrow, preventing seizure of the clutch plates.

図６（Ｃ）は、四輪駆動に切り替わり多板クラッチ機構１０６が完全に締結された状態で、押圧部材１６０はクラッチ板１２０同士の隙間が全く無い最大押付け位置に在る。油孔位置調整部材１６６は、突起１６６ａが弁部１７６に押され、押圧部材１６０の最大押付け位置でラチェット爪１７０がラック１７４に係合し保持される。   FIG. 6C shows a state where the multi-plate clutch mechanism 106 is completely fastened by switching to four-wheel drive, and the pressing member 160 is at the maximum pressing position where there is no gap between the clutch plates 120. In the oil hole position adjusting member 166, the protrusion 166 a is pressed by the valve portion 176, and the ratchet pawl 170 is engaged with and held by the rack 174 at the maximum pressing position of the pressing member 160.

図７は、図６の油孔開閉部１６４の油孔位置調整部材１６６の動作を示す説明図である。図７（Ａ）はクラッチ板１２０が磨耗をしていない状態、あるいは磨耗の初期状態での油孔開閉部１６４を示し、図７（Ｂ）はクラッチ板１２０の磨耗が進行した状態での油孔開閉部１６４を示している。   FIG. 7 is an explanatory view showing the operation of the oil hole position adjusting member 166 of the oil hole opening / closing part 164 of FIG. 7A shows the oil hole opening / closing portion 164 in a state where the clutch plate 120 is not worn or in an initial state of wear, and FIG. 7B shows the oil in a state where the wear of the clutch plate 120 has progressed. A hole opening / closing part 164 is shown.

図７（Ａ）から図７（Ｂ）にクラッチ板１２０の磨耗が進むと、押圧部材１６０の最大押付け位置が全てのクラッチ板１２０の減少した板厚の合計に略等しい距離分クラッチストロークが深くなる方向、図７において距離Ｗ左方に移動する。押圧部材１６０の最大押付け位置の移動に伴い、油孔位置調整部材１６６の突起１６６ａが弁部１７６に押し込まれる位置も左方に変化し、その押し込まれた位置でラチェット爪１７０がラック１７４に係止し、油孔位置調整部材１６６が保持される。   When the clutch plate 120 wears from FIG. 7 (A) to FIG. 7 (B), the clutch stroke becomes deeper by the distance that the maximum pressing position of the pressing member 160 is approximately equal to the sum of the reduced thicknesses of all the clutch plates 120. In this direction, it moves to the left of the distance W in FIG. Along with the movement of the maximum pressing position of the pressing member 160, the position where the protrusion 166a of the oil hole position adjusting member 166 is pushed into the valve portion 176 also changes to the left, and the ratchet pawl 170 is engaged with the rack 174 at the pushed position. The oil hole position adjusting member 166 is held.

油孔位置調整部材１６６がクラッチ板１２０の磨耗に追従することで、油孔１６８の開き始めのタイミングはクラッチ板１２０の磨耗度に影響されず、クラッチ板１２０同士の間隔に対し略一定となり、クラッチ板１２０の潤滑、冷却や引き摺り等に影響するオイル供給量の安定化が図れる。   When the oil hole position adjusting member 166 follows the wear of the clutch plate 120, the opening timing of the oil hole 168 is not affected by the degree of wear of the clutch plate 120, and is substantially constant with respect to the interval between the clutch plates 120, The oil supply amount that affects the lubrication, cooling and dragging of the clutch plate 120 can be stabilized.

図８は、図３の多板クラッチ機構１０６のスペーサ１７８の設置状態を示す説明図である。図８は、二輪駆動時の多板クラッチ機構１０６が開放された状態で、押圧部材１６０はクラッチ板１２０から最も離れた待機位置に在る。   FIG. 8 is an explanatory view showing an installation state of the spacer 178 of the multi-plate clutch mechanism 106 of FIG. FIG. 8 shows a state in which the multi-plate clutch mechanism 106 is disengaged during two-wheel drive, and the pressing member 160 is at a standby position farthest from the clutch plate 120.

多板クラッチ機構１０６は軸方向に移動可能な複数のクラッチ板１２０を備え、クラッチ板１２０は、クラッチハブ１０８の外周に内側クラッチ板１２０ｈがスプライン嵌合されて、クラッチドラム１１０の内周には外側クラッチ板１２０ｄがスプライン嵌合されおり、内側クラッチ板１２０ｈと外側クラッチ板１２０ｄは１枚置きに配置される。外側クラッチ板１２０ｄの内周部には板材を成形した板ばねであるスペーサ１７８を備え、隣接する両側の内側クラッチ板１２０ｈと引き摺りを起さない摩擦面同士の隙間を確保する。   The multi-plate clutch mechanism 106 includes a plurality of clutch plates 120 that are movable in the axial direction. The clutch plate 120 has an inner clutch plate 120 h that is spline-fitted to the outer periphery of the clutch hub 108, and the inner periphery of the clutch drum 110. The outer clutch plate 120d is spline-fitted, and the inner clutch plate 120h and the outer clutch plate 120d are arranged every other piece. The outer periphery of the outer clutch plate 120d is provided with a spacer 178, which is a leaf spring formed from a plate material, to secure a gap between the adjacent inner clutch plates 120h and the friction surfaces that do not drag.

クラッチ板１２０はクラッチハブ１０８の受圧面１０８ａと押圧部材１６０の押圧面１６０ａの間で軸方向に移動可能であり、押圧面１６０ａとの隙間Ｅがあるが、スペーサ１７８がないとクラッチ板１２０同士は、オイルによって粘着し分離せず、引き摺りを起す。スペーサ１７８が摩擦面同士の隙間を確保することで、引き摺りによる駆動力の損失を防止し燃費を向上させることが可能となる。   The clutch plate 120 is movable in the axial direction between the pressure receiving surface 108a of the clutch hub 108 and the pressing surface 160a of the pressing member 160, and there is a gap E between the pressing surface 160a, but without the spacer 178, the clutch plates 120 Sticks with oil and does not separate, causing drag. Since the spacer 178 secures a gap between the friction surfaces, loss of driving force due to dragging can be prevented and fuel consumption can be improved.

なお、押圧部材１６０がクラッチ板１２０から最も離れた待機位置に在る場合の隙間Ｅの値は、クラッチ１２０同士の隙間の状態により一定とは限らない。   Note that the value of the gap E when the pressing member 160 is in the standby position farthest from the clutch plate 120 is not necessarily constant depending on the state of the gap between the clutches 120.

スペーサ１７８は内側クラッチ板１２０ｈの外周部に設置することも可能であるが、トルク損失の小さな内側の方が好ましい。すなわち、スペーサ１７８が設置されたクラッチ板１２０に隣接するクラッチ板１２０と、スペーサ１７８との摺動による摩擦抵抗が同じであれば内側に設置した方が摩擦トルクは少なく、摩擦トルクは駆動力の損失となるためである。また、スペーサ１７８のばね荷重は隣接するクラッチ板１２０ｈとの間隔を維持できる範囲で小さい方が好ましい。   The spacer 178 can be installed on the outer periphery of the inner clutch plate 120h, but the inner side with a small torque loss is preferable. That is, if the friction resistance due to sliding between the clutch plate 120 adjacent to the clutch plate 120 on which the spacer 178 is installed and the spacer 178 is the same, the friction torque is lower when the friction plate is installed on the inner side. It is because it becomes a loss. Further, it is preferable that the spring load of the spacer 178 is small as long as the distance from the adjacent clutch plate 120h can be maintained.

図９は、図８のスペーサを示す斜視図である。図９において、スペーサ１７８は板材を成形した板ばねであり、外側クラッチ板１２０ｄの内周部に設けた板厚方向の凹部１２０ｃに挿入する挟持部１８０と、挟持部１８０から隣接するクラッチ板１２０の両表面の外径方向に延び、クラッチ板１２０の軸方向に変形可能な弾性片１８２を備る。   FIG. 9 is a perspective view showing the spacer of FIG. In FIG. 9, a spacer 178 is a leaf spring formed from a plate material, and includes a sandwiching portion 180 inserted into a recess 120c in the plate thickness direction provided on the inner peripheral portion of the outer clutch plate 120d, and a clutch plate 120 adjacent to the sandwiching portion 180. These are provided with elastic pieces 182 that extend in the outer diameter direction of both surfaces and can be deformed in the axial direction of the clutch plate 120.

スペーサ１７８を矢印で示す方向に凹部１２０ｃに挿入し固定するために、挟持部１８０の間隔は凹部１２０ｃの厚みより狭く設定される。   In order to insert and fix the spacer 178 in the recess 120c in the direction indicated by the arrow, the interval between the holding portions 180 is set to be narrower than the thickness of the recess 120c.

図１０は、図８のスペーサ１７８を示す断面図である。図１０（Ａ）は、四輪駆動時の多板クラッチ機構１０６が締結された状態で、スペーサ１７８が設置された外側クラッチ板１２０ｄと隣接する内側クラッチ板１２０ｈの各々の摩擦面が密着し回転している。図１０（Ｂ）は、二輪駆動時の多板クラッチ機構１０６が開放された状態で、スペーサ１７８が設置された外側クラッチ板１２０ｄと隣接する内側クラッチ板１２０ｈの各々の摩擦面がスペーサ１７８により引き摺りを起さない隙間に隔離されている。   FIG. 10 is a cross-sectional view showing the spacer 178 of FIG. FIG. 10A shows a state where the multi-plate clutch mechanism 106 at the time of four-wheel drive is engaged and the friction surfaces of the outer clutch plate 120d on which the spacer 178 is installed and the adjacent inner clutch plate 120h are in close contact with each other to rotate. doing. FIG. 10B shows that the friction surfaces of the outer clutch plate 120d provided with the spacer 178 and the inner clutch plate 120h adjacent to each other are dragged by the spacer 178 in a state where the multi-plate clutch mechanism 106 during two-wheel drive is opened. It is isolated in a gap that does not cause

図１０（Ｂ）において、内側クラッチ板１２０ｈは回転し、外側クラッチ板１２０ｄは回転しないため、スペーサ１７８の弾性片１８２の先端が隣接する内側クラッチ板１２０ｈと摺動する。そのため、弾性片１８２の先端は摩擦面ではない部位と接触するのが好ましい。   In FIG. 10B, since the inner clutch plate 120h rotates and the outer clutch plate 120d does not rotate, the tip of the elastic piece 182 of the spacer 178 slides with the adjacent inner clutch plate 120h. Therefore, the tip of the elastic piece 182 is preferably in contact with a portion that is not a friction surface.

図１１は、図３の多板クラッチ機構１０６のスペーサ１７８の他の実施形態を示す断面図である。図１１おいて、スペーサ１７８は板材を成形した板ばねであり、外側クラッチ板１２０ｄの内周部に設けた板厚方向の凹部１２０ｃに挿入する挟持部１８０と、挟持部１８０から隣接する内側クラッチ板１２０ｈの両表面の内径方向に延び、内側クラッチ板１２０ｈの軸方向に変形可能な弾性片１８２を備える。   FIG. 11 is a cross-sectional view showing another embodiment of the spacer 178 of the multi-plate clutch mechanism 106 of FIG. In FIG. 11, a spacer 178 is a leaf spring formed from a plate material, and includes a sandwiching portion 180 that is inserted into a recess 120 c in the plate thickness direction provided on the inner peripheral portion of the outer clutch plate 120 d, and an inner clutch adjacent to the sandwiching portion 180. An elastic piece 182 extending in the inner diameter direction of both surfaces of the plate 120h and deformable in the axial direction of the inner clutch plate 120h is provided.

図１１（Ａ）は、多板クラッチ機構１０６が締結された状態で、スペーサ１７８が設置された外側クラッチ板１２０ｄと隣接する内側クラッチ板１２０ｈの各々の摩擦面が密着している。図１１（Ｂ）は、多板クラッチ機構１０６が開放された状態で、スペーサ１７８が設置された外側クラッチ板１２０ｄと隣接する内側クラッチ板１２０ｈの各々の摩擦面がスペーサ１７８により引き摺りを起さない隙間に隔離されている。   In FIG. 11A, the friction surfaces of the inner clutch plate 120h adjacent to the outer clutch plate 120d provided with the spacer 178 are in close contact with the multi-plate clutch mechanism 106 being fastened. FIG. 11B shows that the friction surfaces of the inner clutch plate 120h adjacent to the outer clutch plate 120d provided with the spacer 178 do not drag with the spacer 178 in a state where the multi-plate clutch mechanism 106 is opened. Isolated in the gap.

図１１（Ａ）と（Ｂ）の中間の位置においては、内側クラッチ板１２０ｈと外側クラッチ板１２０ｄは共に回転するが、回転速度差があるため弾性片１８２の先端が隣接する内側クラッチ板１２０ｈと摺動する。しかし、弾性片１８２の先端は外側クラッチ板１２０ｄの回転による遠心力で、矢印で示すように閉じる方向に力を受けることで摩擦抵抗を減らすことができる。   11A and 11B, the inner clutch plate 120h and the outer clutch plate 120d rotate together, but due to the difference in rotational speed, the tip of the elastic piece 182 is adjacent to the adjacent inner clutch plate 120h. Slide. However, the tip of the elastic piece 182 is a centrifugal force generated by the rotation of the outer clutch plate 120d, and the frictional resistance can be reduced by receiving a force in the closing direction as indicated by the arrow.

図１２は、図３のボールカム機構１２２のボールカム溝１２８とリテーナ１３６を示す説明図である。図１２において、一対の固定カムプレート１２４と回転カムプレート１２６の相対するカム面のボールカム溝１２８にボール１４０を挟んで保持している。ボールカム溝１２８は、乗り越え部１３４を境界にしてカム形状が異なる初期領域１３０と傾斜領域１３２を有する。   FIG. 12 is an explanatory view showing the ball cam groove 128 and the retainer 136 of the ball cam mechanism 122 of FIG. In FIG. 12, a ball 140 is held between ball cam grooves 128 on the cam surfaces of a pair of fixed cam plate 124 and rotating cam plate 126 facing each other. The ball cam groove 128 has an initial region 130 and an inclined region 132 having different cam shapes with the ride-over portion 134 as a boundary.

また、固定カムプレート１２４と回転カムプレート１２６の間には各ボール１４０の相対位置を保持するリテーナ１３６を備え、リテーナ１３６はボールカム溝１２８に対するボール１４０の初期位置を規制する位置決め用の突起部１３８を設ける。突起部１３８は回転カムプレート１２６の外周部に形成したガイド部１２７に係合している。   Further, a retainer 136 that holds the relative position of each ball 140 is provided between the fixed cam plate 124 and the rotating cam plate 126, and the retainer 136 is a positioning projection 138 that regulates the initial position of the ball 140 with respect to the ball cam groove 128. Is provided. The protruding portion 138 is engaged with a guide portion 127 formed on the outer peripheral portion of the rotating cam plate 126.

図１２（Ａ）は、二輪駆動時の多板クラッチ機構１０６が開放され、押圧部１６０が待機位置に在る状態で、ボール１４０は固定カムプレート１２４と回転カムプレート１２６の両ボールカム溝１２８の初期領域１３０に位置する。   FIG. 12A shows the ball 140 in the ball cam grooves 128 of the fixed cam plate 124 and the rotating cam plate 126 in a state where the multi-plate clutch mechanism 106 during two-wheel drive is opened and the pressing portion 160 is in the standby position. Located in the initial region 130.

図１２（Ｂ）は、二輪駆動から四輪駆動へ移行する際の、多板クラッチ機構１０６の締結初期の押圧部材１６０がクラッチ板１２０に接触を開始した位置に在る状態で、ボール１４０はボールカム溝１２８の乗り越え部１３４から傾斜部１３２に移行した位置する。   FIG. 12B shows a state in which the pressing member 160 at the initial stage of engagement of the multi-plate clutch mechanism 106 is in a position where the clutch plate 120 starts to contact when shifting from two-wheel drive to four-wheel drive. The ball cam groove 128 is located at a position shifted from the climbing portion 134 to the inclined portion 132.

図１２（Ｃ）は、四輪駆動へ切り替わり、多板クラッチ機構１０６が締結されて押圧部材１６０がクラッチ板１２０同士を押圧する位置に在る状態で、ボール１４０はボールカム溝１２８の傾斜部１３２に位置する。   FIG. 12C shows a state in which the four-wheel drive is switched to the state where the multi-plate clutch mechanism 106 is fastened and the pressing member 160 is in a position where the clutch plates 120 are pressed against each other. Located in.

荷重を分散するために円周上にボール１４０を複数配置した場合、ボールカム機構１２２の作動時にボールカム溝１２８とボール１４０との滑りにより各ボールの相対的な位置ずれが生じることがあり、その場合、複数のボールカム溝１２８を均等に押すことができなくなり、多板クラッチ機構１０６への偏荷重やボールカム溝１２８の表面の耐久性が著しく低下する。   When a plurality of balls 140 are arranged on the circumference in order to disperse the load, the relative displacement of each ball may occur due to the sliding of the ball cam groove 128 and the ball 140 when the ball cam mechanism 122 is operated. The plurality of ball cam grooves 128 cannot be pushed evenly, and the uneven load on the multi-plate clutch mechanism 106 and the durability of the surface of the ball cam grooves 128 are significantly reduced.

リテーナ１３６を備えることで、各ボール１４０の相対位置が保持され、また、図１２（Ｃ）から図１２（Ａ）の初期位置に戻る毎に、位置決め用の突起部１３８により各ボール１４０のボールカム溝１２８に対する初期位置が補正される。   By providing the retainer 136, the relative position of each ball 140 is maintained, and each time the ball 140 returns from the initial position of FIG. 12C to the initial position of FIG. The initial position with respect to the groove 128 is corrected.

図１３は、図１の駆動力配分装置１８の他の実施形態を示した断面図であり、図３及び４に示す実施形態に対し、ボールカム機構１２２が異なる点を除けば同じ構成である。図１３において、サーボモータ１５０は減速機１５２を介して周縁カム１９８回転させる。   FIG. 13 is a cross-sectional view showing another embodiment of the driving force distribution device 18 of FIG. 1 and has the same configuration as the embodiment shown in FIGS. 3 and 4 except that the ball cam mechanism 122 is different. In FIG. 13, the servo motor 150 rotates the peripheral cam 198 via the speed reducer 152.

回転カムプレート１２６は、アーム部１４４を延在して先端に、回転可能なローラから成るカムフォロア１９６を設けており、カムフォロア１９６は周縁カム１９８の外周部に接している。   The rotating cam plate 126 extends from the arm portion 144 and is provided with a cam follower 196 made of a rotatable roller at the tip, and the cam follower 196 is in contact with the outer peripheral portion of the peripheral cam 198.

ボールカム機構１２２は、周縁カム１９８により回転カムプレート１２６が固定カムプレート１２４に対し所定方向に回転駆動されると、対向する面の傾斜溝であるボールカム溝１２８に挟まれているボール１４０による押圧を受けて押圧部材１６０及び復帰ばね１６２を軸方向に押し、押圧部材１６０が多板クラッチ機構１０６のクラッチ板１２０を押すことで、駆動ギア１４８の回転量に応じて伝達トルクを増加させ、最大押付け位置で直結状態となる。   When the rotating cam plate 126 is rotationally driven in a predetermined direction with respect to the fixed cam plate 124 by the peripheral cam 198, the ball cam mechanism 122 is pressed by the ball 140 sandwiched between the ball cam grooves 128 that are inclined grooves on the opposing surfaces. Then, the pressing member 160 and the return spring 162 are pressed in the axial direction, and the pressing member 160 presses the clutch plate 120 of the multi-plate clutch mechanism 106, whereby the transmission torque is increased according to the rotation amount of the drive gear 148, and the maximum pressing is performed. Directly connected at the position.

図１４は、図１３のボールカム機構１２２を入力軸１０２の方向から見た説明図である。図１４において、回転カムプレート１２６は、円周方向に複数のボールカム溝１２８を有する。この実施例におけるボールカム溝１２８は、図３の実施例において図１２に示すような乗り越え部１３４は存在せず、傾斜領域１３２は初期領域１３０から段差なく接する形状をしている。   FIG. 14 is an explanatory view of the ball cam mechanism 122 of FIG. 13 viewed from the direction of the input shaft 102. In FIG. 14, the rotating cam plate 126 has a plurality of ball cam grooves 128 in the circumferential direction. In the embodiment shown in FIG. 3, the ball cam groove 128 in this embodiment does not have the climbing portion 134 as shown in FIG. 12, and the inclined area 132 is in contact with the initial area 130 without any step.

回転カムプレート１２６から延在するアーム部１４４の先端に設けられたカムフォロア１９６の外周部は、周縁カム１９８のカム面に接している。周縁カム１９８のカム面は、初期領域２００、非線形領域２０２及び線形領域２０６で構成され、時計方向に回転することでカムフォロア１９６を介して回転カムプレート１２６を回転駆動し、多板クラッチ機構１０６を押圧する。   The outer peripheral portion of the cam follower 196 provided at the tip of the arm portion 144 extending from the rotating cam plate 126 is in contact with the cam surface of the peripheral cam 198. The cam surface of the peripheral cam 198 includes an initial region 200, a non-linear region 202, and a linear region 206. By rotating clockwise, the rotating cam plate 126 is rotationally driven via the cam follower 196, and the multi-plate clutch mechanism 106 is moved. Press.

図１４（Ａ）は、二輪駆動時の多板クラッチ機構１０６が開放され、押圧部１６０が待機位置に在る状態で、カムフォロア１９６は周縁カム１９８のカム面の初期領域２００に位置する。   14A, the cam follower 196 is located in the initial region 200 of the cam surface of the peripheral cam 198 in a state where the multi-plate clutch mechanism 106 during two-wheel drive is opened and the pressing portion 160 is in the standby position.

図１４（Ｂ）は、二輪駆動から四輪駆動へ移行する際の、多板クラッチ機構１０６の締結初期の押圧部材１６０がクラッチ板１２０に接触を開始した位置に在る状態で、カムフォロア１９６は周縁カム１９８のカム面の非線形領域２０２から線形領域２０６に移行する位置に在り、この点が押圧開始位置２０４となる。   FIG. 14B shows the cam follower 196 in a state in which the pressing member 160 at the initial stage of engagement of the multi-plate clutch mechanism 106 starts to contact the clutch plate 120 when shifting from two-wheel drive to four-wheel drive. The cam surface of the peripheral cam 198 is located at a position where the non-linear region 202 is shifted to the linear region 206, and this point is a pressing start position 204.

周縁カム１９８の押圧開始位置２０４は、非線形領域２０２から線形領域２０６に移行する位置の近傍であれば非線形領域２０２に在っても線形領域２０６に在っても構わないが、非線形領域２０２から線形領域２０６に移行する点が望ましい。   The pressing start position 204 of the peripheral cam 198 may be in the non-linear region 202 or the linear region 206 as long as it is in the vicinity of the position where the non-linear region 202 moves to the linear region 206. The point of transition to the linear region 206 is desirable.

ここで、従来例として非線形領域のない線形カム２０８の形状を示して周縁カム１９８との比較をすると、線形カム２０８においては押圧部材１６０がクラッチ板１２０を押圧始める押圧開始位置２１０までに角度βを要するが、非線形領域２０２の存在する周縁カム１９８においては角度βよりはるかに小さな角度αで押圧開始位置２０４に達する。   Here, as a conventional example, the shape of the linear cam 208 having no nonlinear region is shown and compared with the peripheral cam 198. In the linear cam 208, the angle β is reached by the pressing start position 210 at which the pressing member 160 starts to press the clutch plate 120. However, in the peripheral cam 198 where the nonlinear region 202 exists, the pressing start position 204 is reached at an angle α much smaller than the angle β.

図１５及び１６は、図１２及び１４に示すボールカム機構１２２の動作説明図である。図１５は、多板クラッチ機構１０６の押圧部材１６０に作用するカム荷重１８８と、押圧部材１６０のストローク１９０の関係、及びばね荷重１９２を模式的に示したグラフで、横軸は回転カムプレート１２６のカム角度（θ）、縦軸はカム荷重（Ｆ）とストローク（Ｓ）を表している。   15 and 16 are explanatory diagrams of the operation of the ball cam mechanism 122 shown in FIGS. FIG. 15 is a graph schematically showing the relationship between the cam load 188 acting on the pressing member 160 of the multi-plate clutch mechanism 106, the stroke 190 of the pressing member 160, and the spring load 192. The horizontal axis represents the rotating cam plate 126. The cam angle (θ) and the vertical axis represent the cam load (F) and the stroke (S).

押圧部材１６０のストローク１９０は、カム角度θ０からθ１までが非線形領域で、カム角度θ１以降θmaxまでが線形領域であり、クラッチトルク（Ｔ）の軸は、カム角度θ１のバネ荷重１９２を始点（Ｔ０）とし、バネ荷重１９２の傾きに直角である。   The stroke 190 of the pressing member 160 is a non-linear region from the cam angle θ0 to θ1 and a linear region from the cam angle θ1 to θmax, and the axis of the clutch torque (T) starts from the spring load 192 of the cam angle θ1 ( T0) and is perpendicular to the slope of the spring load 192.

図１６（Ａ）は、図１５に示すカム角度θに対応した、押圧部材１６０、クラッチドラム１０８、クラッチ板１２０及び復帰ばね１６２の状態を表し、各々、多板クラッチ機構１０６の待機状態θ０、締結開始θ１、締結状態θｎである。   16A shows the states of the pressing member 160, the clutch drum 108, the clutch plate 120, and the return spring 162 corresponding to the cam angle θ shown in FIG. 15, and the standby state θ0 of the multi-plate clutch mechanism 106, respectively. The fastening start θ1 and the fastening state θn.

図１６（Ｂ）は、図１２に示す固定カムプレート１２４、回転カムプレート１２６及びボール１４０のカム角度θに対応した位置関係を表し、左から各々、カム角度θ０のボール１４０がボールカム溝１２８の初期領域１３０に在る場合、カム角度θ１のボール１４０がボールカム溝１２８の乗り越え部１３４を乗り越え終わった位置に在る場合、カム角度θｎのボール１４０がボールカム溝１２８の傾斜領域１３２に在る場合である。   FIG. 16B shows the positional relationship corresponding to the cam angle θ of the fixed cam plate 124, the rotating cam plate 126 and the ball 140 shown in FIG. When in the initial region 130, when the ball 140 with the cam angle θ1 is in a position where the ball 140 has passed over the overpass portion 134 of the ball cam groove 128, when the ball 140 with the cam angle θn is in the inclined region 132 of the ball cam groove 128 It is.

図１６（Ｃ）は、図１４に示す周縁カム１９８と回転カムプレート１２６のアーム部１４４の先端に位置するカムフォロア１９６のカム角度θに対応した位置関係を表し、左から各々、カム角度θ０のカムフォロア１９６が周縁カム１９８の初期領域２００に在る場合、カム角度θ１のカムフォロア１９６が周縁カム１９８の押圧開始位置２０４に在る場合、カム角度θｎのカムフォロア１９６が周縁カム１９８の線形領域２０６に在る場合である。   FIG. 16C shows the positional relationship corresponding to the cam angle θ of the cam follower 196 located at the tip of the arm cam 144 of the peripheral cam 198 and the rotating cam plate 126 shown in FIG. When the cam follower 196 is in the initial region 200 of the peripheral cam 198, the cam follower 196 with the cam angle θn is in the linear region 206 of the peripheral cam 198 when the cam follower 196 with the cam angle θ 1 is in the pressing start position 204 of the peripheral cam 198. This is the case.

多板クラッチ機構１０６において、押圧部１６０の移動は、待機位置からクラッチ板１２０に接触を開始する位置までは、復帰ばね１６２を押し込むだけの小さな荷重でよいが、二輪駆動から四輪駆動への移行応答性を良くするために大な速度が必要になる。特に、二輪駆動時の引き摺りを防止するためにクラッチ板１２０同士の間隔を広げ、多板クラッチ機構１０６のエンドプレイを大きく取った場合はこの区間の移動速度が重要になる。   In the multi-plate clutch mechanism 106, the movement of the pressing portion 160 may be a small load that only pushes the return spring 162 from the standby position to the position at which contact with the clutch plate 120 starts, but from two-wheel drive to four-wheel drive. A large speed is required to improve the transition response. In particular, when the distance between the clutch plates 120 is increased to prevent dragging during two-wheel drive and the end play of the multi-plate clutch mechanism 106 is increased, the moving speed of this section becomes important.

カム角度θ０の待機状態では、押圧部材１６０とクラッチ板１２０とに距離ｅのエンドプレイがあり、図１６（Ｂ）の場合、ボール１４０がカム角度θ０からカム角度θ１のボールカム溝１２８の乗り越え部１３４を乗り越える非線形領域でこの距離ｅをすばやく詰める。   In the standby state of the cam angle θ0, there is an end play of the distance e between the pressing member 160 and the clutch plate 120. In the case of FIG. 16B, the ball 140 gets over the ball cam groove 128 from the cam angle θ0 to the cam angle θ1. This distance e is quickly packed in a non-linear region over 134.

図１６（Ｃ）の場合は、カムフォロア１９６がカム角度θ０からカム角度θ１で非線形領域２０２を経て押圧開始位置２０４に移動することでこの距離ｅをすばやく詰める。このカム角度θ０からカム角度θ１の区間でのカム荷重（Ｆ）は復帰ばね１６２のばね荷重１９２のみであるため、小さなカム角度θ１で大きなストロークＳ１を得ることが可能である。   In the case of FIG. 16C, the cam follower 196 moves from the cam angle θ0 to the pressing start position 204 through the nonlinear region 202 from the cam angle θ1 to quickly reduce the distance e. Since the cam load (F) in the section from the cam angle θ0 to the cam angle θ1 is only the spring load 192 of the return spring 162, it is possible to obtain a large stroke S1 with a small cam angle θ1.

その後、押圧部材１６０がクラッチ板１２０に接触し押圧を開始すると、クラッチ板１２０にクラッチトルク（Ｔ）が発生し、カム荷重（Ｆ）は急激に増加する。カム角度θ１以降は、ボール１４０はボールカム溝１２８の傾斜領域１３２に在り、カム角度θｎのストロークＳｎにおいて、荷重Ｆｎからバネ荷重１９２を引いた値がクラッチトルクＴｎに相当する。   Thereafter, when the pressing member 160 comes into contact with the clutch plate 120 and starts pressing, a clutch torque (T) is generated in the clutch plate 120, and the cam load (F) increases rapidly. After the cam angle θ1, the ball 140 exists in the inclined region 132 of the ball cam groove 128, and the value obtained by subtracting the spring load 192 from the load Fn in the stroke Sn of the cam angle θn corresponds to the clutch torque Tn.

図１７は、本発明による四輪駆動車用駆動力伝達装置の他の実施形態を示した説明図であり、図１に示す実施形態に対しオイルポンプ１９４を除けば同じ構成である。図１７において、ベベルギア軸１１６にはオイルポンプ１９４が連結されており、多板クラッチ機構１０６が締結されベベルギア１１４が回転するとオイルポンプ１９４はオイルを図示しない油圧回路を経由して多板クラッチ機構１０６に供給し、多板クラッチ機構１０６に備わる複数のクラッチ板の摩擦熱による焼き付きを防止する。   FIG. 17 is an explanatory view showing another embodiment of the driving force transmission device for a four-wheel drive vehicle according to the present invention, and is the same as the embodiment shown in FIG. 1 except for the oil pump 194. In FIG. 17, an oil pump 194 is connected to the bevel gear shaft 116. When the multi-plate clutch mechanism 106 is fastened and the bevel gear 114 rotates, the oil pump 194 passes oil through a hydraulic circuit (not shown). And the seizure of the plurality of clutch plates provided in the multi-plate clutch mechanism 106 due to frictional heat is prevented.

なお、本実施形態において、オイルポンプ１９４はベベルギア軸１１６に連結され動力を得ているが、二輪駆動時に駆動力が伝達されない部位、例えばベベルギア１１２や出力ピニオン１１４から動力を得るようにしても構わない。   In this embodiment, the oil pump 194 is connected to the bevel gear shaft 116 to obtain power. However, the oil pump 194 may obtain power from a portion where the driving force is not transmitted during two-wheel drive, for example, the bevel gear 112 or the output pinion 114. Absent.

図１８は、図１７の駆動力配分装置１８の実施形態を示した断面図であり、図３に示す実施形態に対し入力軸１０２が駆動するオイルポンプ１８４がなく、代わりにベベルギア軸１１６が駆動するオイルポンプ１９４があること、及び図４に詳細を示す油孔開閉部１６４及び油路１８６が存在しないことを除けば同じ構成である。   FIG. 18 is a cross-sectional view showing an embodiment of the driving force distribution device 18 of FIG. 17, and there is no oil pump 184 that the input shaft 102 drives in the embodiment shown in FIG. 3, and the bevel gear shaft 116 is driven instead. The configuration is the same except that there is an oil pump 194 to be used and that there is no oil hole opening / closing portion 164 and oil passage 186 shown in detail in FIG.

図１８において、ベベルギア軸１１６のベベルギア１１２の反対側にはオイルポンプ１９４が配置され、ベベルギア軸１１６から動力を得て、入力軸１０２の外周部とベベルギア軸１１６内周部の間、入力軸１０２の外周部とベベルギア１１２内周部の間を経由して多板クラッチ機構１０６にオイルを供給する。   In FIG. 18, an oil pump 194 is arranged on the opposite side of the bevel gear shaft 116 from the bevel gear 112, receives power from the bevel gear shaft 116, and between the outer periphery of the input shaft 102 and the inner periphery of the bevel gear shaft 116, the input shaft 102. The oil is supplied to the multi-plate clutch mechanism 106 through a gap between the outer periphery of the bevel gear 112 and the inner periphery of the bevel gear 112.

このような構成において、二輪駆動時の多板クラッチ機構１０６が開放され、押圧部材１６０はクラッチ板１２０から最も離れた待機位置に在る状態では、クラッチ板１２０の内でクラッチドラム１１０に係合した方は回転しないが、クラッチハブ１０８に係合した方が入力軸１０２の回転と共に回転する。   In such a configuration, the multi-plate clutch mechanism 106 during two-wheel drive is opened, and the pressing member 160 is engaged with the clutch drum 110 in the clutch plate 120 in the standby position farthest from the clutch plate 120. However, the one engaged with the clutch hub 108 rotates with the rotation of the input shaft 102.

しかし、クラッチドラム１１０が回転しないことから、ベベルギア１２及びベベルギア軸１１６が回転せず、よってオイルポンプ１９４はオイルを吐出しないため、オイルはクラッチ板１２０には供給されず、オイルによる粘性抵抗を軽減することでクラッチドラム１１０側の引き摺りを防止できる。   However, since the clutch drum 110 does not rotate, the bevel gear 12 and the bevel gear shaft 116 do not rotate, and therefore the oil pump 194 does not discharge oil, so that the oil is not supplied to the clutch plate 120 and the viscous resistance due to the oil is reduced. By doing so, dragging on the clutch drum 110 side can be prevented.

二輪駆動から四輪駆動へ切り替わり、ボールカム機構１２２に押され左方に移動した押圧部材１６０がクラッチ板１２０を押圧し、クラッチ板１２０同士が接触した状態ではクラッチドラム１１０が回転するため、ベベルギア１１２を介してベベルギア軸１１６が回転する。従って、ベベルギア軸１１６に駆動されるオイルポンプ１９４はオイルを吐出することで、オイルがクラッチ板１２０に供給され、クラッチ板同士の焼き付を防止する。   Switching from two-wheel drive to four-wheel drive, the pressing member 160 moved to the left by the ball cam mechanism 122 presses the clutch plate 120, and the clutch drum 110 rotates when the clutch plates 120 are in contact with each other. The bevel gear shaft 116 rotates through the. Therefore, the oil pump 194 driven by the bevel gear shaft 116 discharges oil, whereby the oil is supplied to the clutch plate 120 and prevents the clutch plates from being seized.

図１９は、本発明による四輪駆動車用駆動力伝達装置の他の実施形態を示した断面図
である。図１９の実施形態は実質的に図１７の駆動力配分装置１８を示したものであり、図１８に示す断面図に対し、プライマリークラッチ２１２、ボールカム機構２１４を含む多板クラッチ機構２１０、油圧ピストン２４４、油圧ポンプ２５２及び圧力センサ２５６が異なることを除けば同じ構成である。 FIG. 19 is a sectional view showing another embodiment of the driving force transmission device for a four-wheel drive vehicle according to the present invention. The embodiment in FIG. 19 substantially shows the driving force distribution device 18 in FIG. 17, and has a primary clutch 212, a multi-plate clutch mechanism 210 including a ball cam mechanism 214, and a hydraulic piston with respect to the sectional view shown in FIG. 18. 244, the hydraulic pump 252 and the pressure sensor 256 are the same except that they are different.

図１９において、入力軸１０２と同軸に多板クラッチ機構２１０、プライマリークラッチ２１２及びボールカム機構２１４が設けられ、多板クラッチ機構２１０はクラッチドラム２１６を入力軸１０２に固定し、クラッチハブ２１８を入力軸１０２に対しベベルギア軸１１６と共に回転自在に設けたベベルギア１１２に連結している。   19, a multi-plate clutch mechanism 210, a primary clutch 212, and a ball cam mechanism 214 are provided coaxially with the input shaft 102. The multi-plate clutch mechanism 210 fixes the clutch drum 216 to the input shaft 102, and the clutch hub 218 is connected to the input shaft. The bevel gear 112 is connected to a bevel gear 112 that is rotatably provided with the bevel gear shaft 116.

このような駆動力配分装置１８において、二輪駆動時には、多板クラッチ機構２１０のクラッチドラム２１６とクラッチハブ２１８の間が開放され、入力軸１０２の駆動力は後輪出力軸１１８には伝達されない。   In such a driving force distribution device 18, during the two-wheel drive, the clutch drum 216 and the clutch hub 218 of the multi-plate clutch mechanism 210 are opened, and the driving force of the input shaft 102 is not transmitted to the rear wheel output shaft 118.

四輪駆動時にあっては、多板クラッチ機構２１０が締結され、入力軸１０２からの駆動力を多板クラッチ機構２１０、ベベルギア１１２、出力ピニオン１１４を介して後輪出力軸１１８にも伝達する。   During four-wheel drive, the multi-plate clutch mechanism 210 is engaged, and the driving force from the input shaft 102 is transmitted to the rear wheel output shaft 118 via the multi-plate clutch mechanism 210, the bevel gear 112, and the output pinion 114.

図２０は、図１９の多板クラッチ機構２１０、プライマリークラッチ２１２及びボールカム機構２１４を示した断面図である。図２０において、多板クラッチ機構２１０に対しては、クラッチドラム２１６とクラッチハブ２１８の間に設けた複数のクラッチ板２２０の締結力を制御するボールカム機構２１４及びボールカム機構２１４を駆動するプライマリークラッチ２１２が設けられる。   20 is a cross-sectional view showing the multi-plate clutch mechanism 210, the primary clutch 212, and the ball cam mechanism 214 of FIG. In FIG. 20, for the multi-plate clutch mechanism 210, a ball cam mechanism 214 for controlling the fastening force of a plurality of clutch plates 220 provided between the clutch drum 216 and the clutch hub 218, and a primary clutch 212 for driving the ball cam mechanism 214. Is provided.

ボールカム機構２１４は、入力軸１０２と同軸に相対回転自在に設けられた一対の押圧部材２２２とカムプレート２２４の対向するカム面のボールカム溝２２６にボール２２８を挟んで保持している。   The ball cam mechanism 214 holds a ball 228 with a pair of pressing members 222 provided coaxially with the input shaft 102 so as to be relatively rotatable and a ball cam groove 226 on the cam surface of the cam plate 224 facing each other.

押圧部材２２２は、クラッチハブ２１８と共に回転しクラッチハブ２１８との間に備わる復帰ばね２３０により多板クラッチ機構２１０の開放方向に付勢されている。カムプレート２２４とクラッチドラム２１６の間にはスラスト軸受２３２が備わる。   The pressing member 222 rotates together with the clutch hub 218 and is biased in the releasing direction of the multi-plate clutch mechanism 210 by a return spring 230 provided between the pressing member 222 and the clutch hub 218. A thrust bearing 232 is provided between the cam plate 224 and the clutch drum 216.

プライマリークラッチ２１２は、クラッチドラム２１６とカムプレート２２４の間にクラッチ板２３４を備え、押圧板２３６がクラッチ板２３４を押圧し締結することでクラッチドラム２１６の回転をカムプレート２２４に伝達する。   The primary clutch 212 includes a clutch plate 234 between the clutch drum 216 and the cam plate 224, and the rotation of the clutch drum 216 is transmitted to the cam plate 224 by the pressing plate 236 pressing and fastening the clutch plate 234.

押圧板２３６はクラッチドラム２１６を貫通する押圧軸２３８を介して受圧板２４０と連結しており、受圧板２４０はスラスト軸受け２４２を介して油圧ピストン２４４と係合している。油圧ピストン２４４はシリンダ２４６の中をプライマリークラッチ２１２を開放する位置と締結する位置に移動可能であり、Ｏリング２４８でシールされている。   The pressing plate 236 is connected to the pressure receiving plate 240 via a pressing shaft 238 that penetrates the clutch drum 216, and the pressure receiving plate 240 is engaged with the hydraulic piston 244 via the thrust bearing 242. The hydraulic piston 244 can move in the cylinder 246 to a position where the primary clutch 212 is disengaged and a position where it is fastened, and is sealed by an O-ring 248.

図１９に示すように、サーボモータ２５０は油圧ポンプ２５２を駆動し、油圧ポンプ２５２から吐出されるオイルが油路２５４を経由してシリンダ２４６に流入することで、油圧ピストン２４４がスラスト軸受２４２、受圧板２４０、押圧軸２３８、押圧板２３６を介してクラッチ板２３４を押圧し、プライマリークラッチ２１２を締結する。   As shown in FIG. 19, the servo motor 250 drives the hydraulic pump 252, and oil discharged from the hydraulic pump 252 flows into the cylinder 246 through the oil passage 254, so that the hydraulic piston 244 is moved to the thrust bearing 242. The clutch plate 234 is pressed through the pressure receiving plate 240, the pressing shaft 238, and the pressing plate 236, and the primary clutch 212 is fastened.

油路２５４には油圧センサ２５６が備わり、油圧シリンダ２４６の油圧を検出する。図示しない油圧制御部が、油圧センサ２５６の検出する油圧を監視し油圧ピストン２４４を適切な移動量に制御する。   The oil passage 254 includes a hydraulic pressure sensor 256 that detects the hydraulic pressure of the hydraulic cylinder 246. A hydraulic control unit (not shown) monitors the hydraulic pressure detected by the hydraulic sensor 256 and controls the hydraulic piston 244 to an appropriate amount of movement.

ボールカム機構２１４は、プライマリークラッチ２１２によりカムプレート２２４が押圧部材２２２に対し所定方向に回転駆動されると、対向する面の傾斜溝であるボールカム溝２２６に挟まれているボール２２８による押圧を受け、押圧部材２２２及び復帰ばね２３０を軸方向に押し、押圧部材２２２が多板クラッチ機構２１０のクラッチ板２２０を押すことで、油圧ピストン２４４の移動量に応じて伝達トルクを増加させ、最大押付け位置で直結状態となる。   When the cam plate 224 is rotationally driven in a predetermined direction with respect to the pressing member 222 by the primary clutch 212, the ball cam mechanism 214 receives a pressure by the ball 228 sandwiched between the ball cam grooves 226 that are inclined grooves on the opposite surfaces, By pressing the pressing member 222 and the return spring 230 in the axial direction, and the pressing member 222 presses the clutch plate 220 of the multi-plate clutch mechanism 210, the transmission torque is increased according to the amount of movement of the hydraulic piston 244, and at the maximum pressing position. Directly connected.

このようにプライマリークラッチ２１２を有する構成にすることで、クラッチ板２２０の枚数を減らすことが可能であり、これにより多板クラッチ機構２１０の引き摺りトルクを減少させることができる。引き摺りトルクを後輪駆動力伝達区間のフリクショントルクよりも小さくすることで、後輪駆動力伝達区間の構成要素の回転を止め、この区間のオイル粘性抵抗や摩擦損失を減少させ燃費低下を防止できる。   By adopting a configuration having the primary clutch 212 in this way, the number of clutch plates 220 can be reduced, whereby the drag torque of the multi-plate clutch mechanism 210 can be reduced. By making the drag torque smaller than the friction torque in the rear wheel driving force transmission section, the rotation of the components in the rear wheel driving force transmission section can be stopped, and the oil viscosity resistance and friction loss in this section can be reduced to prevent fuel consumption deterioration. .

また、本発明は上記の実施形態に限定されず、その目的と利点を損なうことのない適宜の変形を含み、更に上記の実施形態に示した数値による限定は受けない。
The present invention is not limited to the above-described embodiment, includes appropriate modifications without impairing the object and advantages thereof, and is not limited by the numerical values shown in the above-described embodiment.

本発明による四輪駆動車用駆動力伝達装置の実施形態を示した説明図Explanatory drawing which showed embodiment of the drive force transmission device for four-wheel drive vehicles by this invention 図１の前輪差動装置の実施形態を示した断面図Sectional drawing which showed embodiment of the front-wheel differential gear of FIG. 図１の駆動力配分装置の実施形態を示した断面図Sectional drawing which showed embodiment of the driving force distribution apparatus of FIG. 図３の多板クラッチ機構及びボールカム機構を示した断面図Sectional view showing the multi-plate clutch mechanism and ball cam mechanism of FIG. 図３のボールカム機構を軸方向から見た説明図Explanatory drawing of the ball cam mechanism of FIG. 3 viewed from the axial direction 図３の多板クラッチ機構の油孔開閉部の動作を示す説明図Explanatory drawing which shows operation | movement of the oil hole opening / closing part of the multi-plate clutch mechanism of FIG. 図６の油孔開閉部の油孔位置調整部材の動作を示す説明図Explanatory drawing which shows operation | movement of the oil hole position adjustment member of the oil hole opening / closing part of FIG. 図３の多板クラッチ機構のスペーサ設置状態を示す説明図Explanatory drawing which shows the spacer installation state of the multi-plate clutch mechanism of FIG. 図８のスペーサを示す斜視図The perspective view which shows the spacer of FIG. 図８のスペーサを示す断面図Sectional drawing which shows the spacer of FIG. 図３の多板クラッチ機構のスペーサの他の実施形態を示す断面図Sectional drawing which shows other embodiment of the spacer of the multi-plate clutch mechanism of FIG. 図３のボールカム機構のボールカム溝とリテーナを示す説明図Explanatory drawing which shows the ball cam groove and retainer of the ball cam mechanism of FIG. 図１の駆動力配分装置の他の実施形態を示した断面図Sectional drawing which showed other embodiment of the driving force distribution apparatus of FIG. 図１３のボールカム機構を軸方向から見た説明図Explanatory drawing of the ball cam mechanism of FIG. 13 viewed from the axial direction 図１２及び図１４に示すボールカム機構の動作説明図Operation explanatory diagram of the ball cam mechanism shown in FIG. 12 and FIG. 図１２及び図１４に示すボールカム機構の動作説明図Operation explanatory diagram of the ball cam mechanism shown in FIG. 12 and FIG. 本発明による四輪駆動車用駆動力伝達装置の他の実施形態を示した説明図Explanatory drawing which showed other embodiment of the driving force transmission apparatus for four-wheel drive vehicles by this invention. 図１７の駆動力配分装置の実施形態を示した断面図Sectional drawing which showed embodiment of the driving force distribution apparatus of FIG. 本発明による四輪駆動車用駆動力伝達装置の他の実施形態を示した断面図Sectional drawing which showed other embodiment of the drive force transmission device for four-wheel drive vehicles by this invention 図１９プライマリークラッチ及びボールカム機構を示した断面図FIG. 19 is a sectional view showing the primary clutch and the ball cam mechanism. 従来の四輪駆動車用駆動力伝達装置の説明図Explanatory drawing of a conventional driving force transmission device for a four-wheel drive vehicle 従来の多板クラッチ機構の引き摺り防止用リングばねRing spring for drag prevention of conventional multi-plate clutch mechanism

符号の説明Explanation of symbols

１０：駆動力伝達装置
１２：四輪駆動車
１４：エンジン
１６：変速機
１８：駆動力配分装置
２０：前輪差動装置
２２：後輪差動装置
２４：プロペラシャフト
３２、３４：自在継手
３６：ドライブギア
３８：リングギア
４０、４２：ピニオン
４４、４６：サイドギア
４８：左前輪駆動軸
５０：右前輪駆動軸
５２：左前輪
５４：右前輪
５６：ドライブピニオン
５８：リングギア
６０、６２：ピニオン
６４、６６：サイドギア
６８：左後輪駆動軸
７０：右後輪駆動軸
７２：左後輪
７４：右後輪
７６：断接機構
７８：後輪駆動力伝達区間
８０：デフケース
８２：ピニオン軸
８４：サイドギア軸
８６：スリーブ
８８：フォーク
９０：シフト軸
１００：ケース
１０２：入力軸
１０６：多板クラッチ機構
１０８：クラッチハブ
１１０：クラッチドラム
１１２：ベベルギア
１１４：出力ピニオン
１１６：ベベルギア軸
１１８：後輪出力軸
１２０：クラッチ板
１２２：ボールカム機構
１２４：固定カムプレート
１２６：回転カムプレート
１２８：ボールカム溝
１３０：初期領域
１３２：傾斜領域
１３４：乗り越え部
１３６：リテーナ
１３８：突起部
１４０：ボール
１４２、１４４：アーム部
１４６：扇型ギア
１４８：駆動ギア
１５０：サーボモータ
１５２：減速機
１５４、１５６：スラスト軸受
１５８：固定プレート
１６０：押圧部材
１６２：復帰ばね
１６４：油孔開閉部
１６６：油孔位置調整部材
１６８：油孔
１７０：ラチェット爪
１７２：皿ばね
１７４：ラック
１７６：弁部
１７８：スペーサ
１８０：挟持部
１８２：弾性片
１８４、１９４：オイルポンプ
１８６：油路
１８８：カム荷重
１９０：ストローク
１９２：ばね荷重
１９６：カムフォロア
１９８：周縁カム
２００：初期領域
２０２：非線形領域
２０４、２１０：押圧開始位置
２０６：線形領域
２０８：線形カム
２１０：多板クラッチ機構
２１２：プライマリークラッチ
２１４：ボールカム機構
２１６：クラッチハブ
２１８：クラッチドラム
２２０：クラッチ板
２２２：押圧部材
２２４：カムプレート
２２６：ボールカム溝
２２８：ボール
２３０：復帰ばね
２３２、２４２：スラスト軸受
２３４：クラッチ板
２３６：押圧板
２３８：押圧軸
２４０：受圧板
２４４：油圧ピストン
２４６：シリンダ
２４８：Ｏリング
２５０：サーボモータ
２５２：油圧ポンプ
２５４：油路
２５６：圧力センサ
３００：駆動力伝達装置
３０２：四輪駆動車
３０４：エンジン
３０６：変速機
３０８：前輪差動装置
３１０：駆動力方向変換部
３１２：プロペラシャフト
３１４：多板クラッチ機構
３１６：左前輪
３１８：右前輪
３２０：ドライブピニオン
３２２：リングギア
３２４：後輪差動装置
３２６：左後輪
３２８：右後輪
３３０：前輪駆動力伝達区間
３３２：リングばね 10: Driving force transmission device 12: Four-wheel drive vehicle 14: Engine 16: Transmission 18: Driving force distribution device 20: Front wheel differential device 22: Rear wheel differential device 24: Propeller shaft 32, 34: Universal joint 36: Drive gear 38: Ring gear 40, 42: Pinion 44, 46: Side gear 48: Left front wheel drive shaft 50: Right front wheel drive shaft 52: Left front wheel 54: Right front wheel 56: Drive pinion 58: Ring gear 60, 62: Pinion 64 , 66: Side gear 68: Left rear wheel drive shaft 70: Right rear wheel drive shaft 72: Left rear wheel 74: Right rear wheel 76: Connection / disconnection mechanism 78: Rear wheel drive force transmission section 80: Differential case 82: Pinion shaft 84: Side gear shaft 86: sleeve 88: fork 90: shift shaft 100: case 102: input shaft 106: multi-plate clutch mechanism 108: clutch hub 110: clutch drum 112 Bevel gear 114: Output pinion 116: Bevel gear shaft 118: Rear wheel output shaft 120: Clutch plate 122: Ball cam mechanism 124: Fixed cam plate 126: Rotating cam plate 128: Ball cam groove 130: Initial region 132: Inclined region 134: Overpass portion 136 : Retainer 138: Projection part 140: Ball 142, 144: Arm part 146: Fan gear 148: Drive gear 150: Servo motor 152: Reduction gear 154, 156: Thrust bearing 158: Fixed plate 160: Pressing member 162: Return spring 164: Oil hole opening / closing part 166: Oil hole position adjusting member 168: Oil hole 170: Ratchet claw 172: Belleville spring 174: Rack 176: Valve part 178: Spacer 180: Nipping part 182: Elastic piece 184, 194: Oil pump 186 : Oil passage 188: Cam load 190: Su Roke 192: Spring load 196: Cam follower 198: Peripheral cam 200: Initial region 202: Non-linear region 204, 210: Pressing start position 206: Linear region 208: Linear cam 210: Multi-plate clutch mechanism 212: Primary clutch 214: Ball cam mechanism 216 : Clutch hub 218: clutch drum 220: clutch plate 222: pressing member 224: cam plate 226: ball cam groove 228: ball 230: return spring 232, 242: thrust bearing 234: clutch plate 236: pressing plate 238: pressing shaft 240: Pressure receiving plate 244: Hydraulic piston 246: Cylinder 248: O-ring 250: Servo motor 252: Hydraulic pump 254: Oil path 256: Pressure sensor 300: Driving force transmission device 302: Four-wheel drive vehicle 304: Engine 306: Transmission 308: Front wheel differential Device 310: Driving force direction changing unit 312: Propeller shaft 314: Multi-plate clutch mechanism 316: Left front wheel 318: Right front wheel 320: Drive pinion 322: Ring gear 324: Rear wheel differential 326: Left rear wheel 328: Right rear Wheel 330: Front wheel driving force transmission section 332: Ring spring

Claims (12)

多板クラッチ機構の締結力を連続的に変化させ前輪及び後輪に伝達する駆動力の配分を走行条件に応じて自動的に制御する四輪駆動モードと、前記多板クラッチ機構を開放して前輪のみに駆動力を伝達する二輪駆動モードとを切り替え可能な四輪駆動車用駆動力伝達装置に於いて、
動力源からの駆動力を入力して左右前輪駆動軸及び前記多板クラッチ機構に出力する前輪差動装置と、
前記多板クラッチ機構により配分された駆動力を伝達するプロペラシャフトと、
前記プロペラシャフトからの駆動力を入力して左右後輪駆動軸に出力する後輪差動装置と、
前記後輪差動装置と前記左右後輪駆動軸の何れか一方又は両方との連結を切断及び接続可能な断接機構と、
前記多板クラッチ機構の開放時に、前記多板クラッチ機構の軸方向に変位可能な複数のラッチ板への潤滑油の供給を停止あるいは所定の量に制御する潤滑油供給量可変機構と、
を備え、前記潤滑油供給量可変機構は、
前記クラッチ板を締結及び開放する前記軸方向に移動可能な押圧部材に連動し、前記クラッチ板へ潤滑油を供給する油孔を前記クラッチ板の開放位置で閉鎖し締結位置では開放して潤滑油の流量を制御する油孔開閉部と、
前記クラッチ板の磨耗に応じて変化する前記押圧部材の締結方向の移動限界に連動して前記クラッチ板へ潤滑油を供給する油孔の位置を変位する油孔位置調整部材と、
を備え、
二輪駆動モード時に、前記潤滑油供給量可変機構により前記クラッチ板への潤滑油の供給を停止あるいは所定の量に制限して前記多板クラッチ機構の前記潤滑油による引き摺りトルクを前記多板クラッチ機構から前記断接機構までの後輪駆動力伝達区間の回転抵抗よりも小さくすると共に、前記断接機構により前記後輪差動装置と前記左右後輪駆動軸の何れか一方又は両方との連結を切断して前記後輪駆動力伝達区間の回転を停止することを特徴とする四輪駆動車用駆動力伝達装置。
A four-wheel drive mode that automatically controls the distribution of the driving force transmitted to the front and rear wheels by continuously changing the fastening force of the multi-plate clutch mechanism according to the driving conditions, and opening the multi-plate clutch mechanism. In a drive power transmission device for a four-wheel drive vehicle capable of switching between a two-wheel drive mode for transmitting a drive force only to the front wheels,
A front wheel differential device for inputting driving force from a power source and outputting it to the left and right front wheel drive shafts and the multi-plate clutch mechanism;
A propeller shaft that transmits the driving force distributed by the multi-plate clutch mechanism;
A rear wheel differential that inputs driving force from the propeller shaft and outputs it to the left and right rear wheel drive shafts;
A connecting / disconnecting mechanism capable of disconnecting and connecting the rear wheel differential device and either one or both of the left and right rear wheel drive shafts ;
Lubricating oil supply amount variable mechanism that stops or controls the lubricating oil supply to a plurality of latch plates that are displaceable in the axial direction of the multi-plate clutch mechanism when the multi-plate clutch mechanism is opened;
The lubricating oil supply amount variable mechanism comprises:
In conjunction with the axially movable pressing member for fastening and releasing the clutch plate, an oil hole for supplying lubricating oil to the clutch plate is closed at the open position of the clutch plate, and is opened at the fastening position. An oil hole opening and closing part for controlling the flow rate of
An oil hole position adjusting member that displaces a position of an oil hole that supplies lubricating oil to the clutch plate in conjunction with a movement limit in the fastening direction of the pressing member that changes according to wear of the clutch plate;
With
In the two-wheel drive mode , the supply of lubricating oil to the clutch plate is stopped or limited to a predetermined amount by the lubricating oil supply amount variable mechanism, and the drag torque caused by the lubricating oil of the multi-plate clutch mechanism is changed to the multi-plate clutch mechanism. From the rotational resistance of the rear wheel driving force transmission section to the connecting / disconnecting mechanism, and the connecting / disconnecting mechanism connects the rear wheel differential device to either one or both of the left and right rear wheel driving shafts. A driving force transmission device for a four-wheel drive vehicle, characterized by cutting and stopping the rotation of the rear wheel driving force transmission section.
多板クラッチ機構の締結力を連続的に変化させ前輪及び後輪に伝達する駆動力の配分を走行条件に応じて自動的に制御する四輪駆動モードと、前記多板クラッチ機構を開放して前輪のみに駆動力を伝達する二輪駆動モードとを切り替え可能な四輪駆動車用駆動力伝達装置に於いて、
動力源からの駆動力を入力して左右前輪駆動軸及び前記多板クラッチ機構に出力する前輪差動装置と、
前記多板クラッチ機構により配分された駆動力を伝達するプロペラシャフトと、
前記プロペラシャフトからの駆動力を入力して左右後輪駆動軸に出力する後輪差動装置と、
前記後輪差動装置と前記左右後輪駆動軸の何れか一方又は両方との連結を切断及び接続可能な断接機構と、
前記多板クラッチ機構の開放時に、前記多板クラッチ機構の軸方向に変位可能な複数のクラッチ板への潤滑油の供給を停止あるいは所定の量に制御する潤滑油供給量可変機構と、
を備え、前記潤滑油供給量可変機構は、
前記多板クラッチ機構から前記断接機構までの後輪駆動力伝達区間に連動して駆動され、四輪駆動時に前記クラッチ板へ潤滑油を供給するオイルポンプを備え、
二輪駆動モード時に、前記潤滑油供給量可変機構により前記クラッチ板への潤滑油の供給を停止あるいは所定の量に制限して前記多板クラッチ機構の前記潤滑油による引き摺りトルクを前記後輪駆動力伝達区間の回転抵抗よりも小さくすると共に、前記断接機構により前記後輪差動装置と前記左右後輪駆動軸の何れか一方又は両方との連結を切断して前記後輪駆動力伝達区間の回転を停止することを特徴とする四輪駆動車用駆動力伝達装置。
 A four-wheel drive mode that automatically controls the distribution of the driving force transmitted to the front and rear wheels by continuously changing the fastening force of the multi-plate clutch mechanism according to the driving conditions, and opening the multi-plate clutch mechanism. In a drive power transmission device for a four-wheel drive vehicle capable of switching between a two-wheel drive mode for transmitting a drive force only to the front wheels ,
A front wheel differential device for inputting driving force from a power source and outputting it to the left and right front wheel drive shafts and the multi-plate clutch mechanism;
A propeller shaft that transmits the driving force distributed by the multi-plate clutch mechanism;
A rear wheel differential that inputs driving force from the propeller shaft and outputs it to the left and right rear wheel drive shafts;
A connecting / disconnecting mechanism capable of disconnecting and connecting the rear wheel differential device and either one or both of the left and right rear wheel drive shafts;
A lubricating oil supply variable mechanism that stops or controls the supply of lubricating oil to a plurality of clutch plates that are displaceable in the axial direction of the multi-plate clutch mechanism when the multi-plate clutch mechanism is opened ;
The lubricating oil supply amount variable mechanism comprises:
An oil pump that is driven in conjunction with a rear wheel driving force transmission section from the multi-plate clutch mechanism to the connecting / disconnecting mechanism and that supplies lubricating oil to the clutch plate during four-wheel drive;
In the two-wheel drive mode , the supply of lubricating oil to the clutch plate is stopped or limited to a predetermined amount by the lubricating oil supply amount variable mechanism, and the drag torque due to the lubricating oil of the multi-plate clutch mechanism is reduced to the rear wheel driving force. The rotational resistance of the transmission section is made smaller, and the connection between the rear wheel differential and one of or both the left and right rear wheel drive shafts is cut by the connecting / disconnecting mechanism. A driving force transmission device for a four-wheel drive vehicle characterized by stopping rotation .
請求項１又は２記載の四輪駆動車用駆動力伝達装置に於いて、前記多板クラッチ機構は、前記クラッチ板相互の間隔を広げる方向に付勢するスペーサを備え、
前記多板クラッチ機構の開放時に、前記クラッチ板相互の間隔の合計を前記多板クラッチ機構の前記潤滑油による引き摺りトルクを前記後輪駆動力伝達区間の回転抵抗よりも小さくする所定の値以上にすることを特徴とする四輪駆動車用駆動力伝達装置。
Claim 1 or 2 The driving force transmission device for four-wheel-drive vehicle, wherein the multi-disc clutch mechanism includes spacers to urge in the direction to widen the interval before Symbol clutch plate each other,
When the multi-plate clutch mechanism is released, the total distance between the clutch plates is equal to or greater than a predetermined value that causes the drag torque due to the lubricating oil of the multi-plate clutch mechanism to be smaller than the rotational resistance of the rear wheel driving force transmission section. A driving force transmission device for a four-wheel drive vehicle.
請求項３記載の四輪駆動車用駆動力伝達装置に於いて、前記スペーサは、
前記クラッチ板の周縁部に設けた板厚方向の凹部に挿入する挟持部と、
前記挟持部から前記クラッチ板の両表面の径方向に延び、前記クラッチ板の軸方向に変形可能な弾性片と、
を有する板ばね部材であることを特徴とする四輪駆動車用駆動力伝達装置。
The drive force transmission device for a four-wheel drive vehicle according to claim 3, wherein the spacer includes:
A sandwiching portion to be inserted into a recess in the plate thickness direction provided at the peripheral portion of the clutch plate;
An elastic piece extending in the radial direction of both surfaces of the clutch plate from the clamping portion and deformable in the axial direction of the clutch plate;
A drive force transmission device for a four-wheel drive vehicle, wherein the drive force transmission device is a leaf spring member.
請求項４記載の四輪駆動車用駆動力伝達装置に於いて、前記スペーサは、前記板ばね部材を前記クラッチ板の内周縁部に設けることを特徴とする四輪駆動車用駆動力伝達装置。
4. The driving force transmission device for four-wheel-drive vehicle, wherein the spacer is pre-Symbol plate spring member an inner periphery four-wheel drive vehicle driving force transmission, characterized in that provided on the clutch plate apparatus.
請求項４記載の四輪駆動車用駆動力伝達装置に於いて、前記スペーサは、前記弾性片が前記クラッチ板の外周方向に開いた板ばね部材であることを特徴とする四輪駆動車用駆動力伝達装置。
4. The driving force transmission device for four-wheel-drive vehicle, wherein the spacer is four-wheel drive vehicle before Symbol elastic piece is characterized in that it is a leaf spring member opened in the outer circumferential direction of the clutch plate Drive force transmission device.
請求項１又は２記載の四輪駆動車用駆動力伝達装置に於いて、前記多板クラッチ機構は、
前記クラッチ板を締結及び開放する前記軸方向に移動可能な押圧部材と、
前記押圧部材を移動させるために回転力を出力する駆動源と、
前記駆動源からの回転力を前記押圧部材の前記締結方向に変換及び増幅する押圧機構と、
を備え、
前記駆動源の回転角に対する前記押圧部材の軸方向変位への変換率が、前記押圧部材が前記開放方向の待機位置から前記締結方向の締結開始位置まで移動する移行区間と、前記締結開始位置から前記締結方向の締結終了位置までの締結力を連続的に変化させる押圧区間とでは、前記移行区間の方が大きいことを特徴とする四輪駆動車用駆動力伝達装置。
The driving force transmission device for a four-wheel drive vehicle according to claim 1 or 2, wherein the multi-plate clutch mechanism includes:
A pressing member movable in the axial direction for fastening and releasing the clutch plate;
A drive source that outputs a rotational force to move the pressing member;
A pressing mechanism that converts and amplifies the rotational force from the driving source in the fastening direction of the pressing member;
Equipped with a,
Conversion to axial displacement of the pressing member with respect to the rotation angle before SL drive source, and a transition section where the pressing member is moved from the standby position of the opening direction to the fastening start position in the fastening direction, the engagement start position The driving force transmission device for a four-wheel drive vehicle is characterized in that the transition section is larger than the pressing section that continuously changes the fastening force from the fastening end position to the fastening end position in the fastening direction.
請求項７記載の四輪駆動車用駆動力伝達装置に於いて、前記押圧機構は、前記押圧部材と同軸に設けられた固定カムプレートと回転カムプレートとの対向面上に円周方向に延びる複数のボールカム溝を各々設けると共に前記両ボールカム溝間に各々ボールを挟持したボールカム機構を備え、前記ボールカム溝は、
前記押圧部材を前記移行区間で移動させる非線形領域と、
前記押圧部材を前記押圧区間で移動させる線形領域と、
を有し、
前記回転カムプレートの回転角に対する前記軸方向の変位が、前記線形領域より前記非線形領域の方が大きいことを特徴とする四輪駆動車用駆動力伝達装置。
In claim 7 the driving force transmission device for four-wheel-drive vehicle, wherein the pressing mechanism includes circumferentially on the surface facing the front Symbol pressing member and the fixed cam plate and the rotary cam plate provided coaxially A plurality of extending ball cam grooves and a ball cam mechanism for holding the balls between the two ball cam grooves,
A non-linear region for moving the pressing member in the transition section;
A linear region for moving the pressing member in the pressing section;
Have,
It said axial displacement, the linear region than the linear region characteristic to four-wheel drive vehicle driving force transmission device that is larger with respect to the rotation angle before Symbol rotating cam plate.
請求項８記載の四輪駆動車用駆動力伝達装置に於いて、前記ボールカム機構は、円周方向に配置された各ボールの相対位置を保持するリテーナを備えたことを特徴とする四輪駆動車用駆動力伝達装置。
In claim 8 driving force transmission device for four-wheel-drive vehicle, wherein the ball cam mechanism, four-wheel drive, characterized in that it includes a retainer for retaining the relative positions of the balls which are arranged in a circular circumferential direction Driving force transmission device for cars.
請求項９記載の四輪駆動車用駆動力伝達装置に於いて、前記リテーナは、前記ボールカム溝に対するボールの初期位置を規制する位置決め部を有することを特徴とする四輪駆動車用駆動力伝達装置。
In claim 9 driving force transmission device for four-wheel-drive vehicle, wherein the retainer, prior Symbol four-wheel drive vehicle driving force characterized by having a positioning portion for regulating the initial position of the ball relative to the ball cam grooves Transmission device.
請求項７記載の四輪駆動車用駆動力伝達装置に於いて、前記押圧機構は、
前記押圧部材と同軸に設けられ回転変位を軸方向変位に変換する回転カムプレートと、
外周方向のカム面を有し前記駆動源により回転駆動される周縁カムと、
前記回転カムプレートから延在したアーム部先端に前記周縁カムと係合するカムフォロアとを備え、前記カム面は、
前記押圧部材を前記移行区間で移動させる非線形領域と、
前記押圧部材を前記押圧区間で移動させる線形領域と、
を有し、
前記周縁カムの回転角に対する前記カムフォロアの法線方向変位が、前記線形領域より前記非線形領域の方が大きいことを特徴とする四輪駆動車用駆動力伝達装置。
The drive force transmission device for a four-wheel drive vehicle according to claim 7 , wherein the pressing mechanism includes:
A rotating cam plate that is provided coaxially with the pressing member and converts rotational displacement into axial displacement ;
A peripheral cam which is rotated by the drive source has an outer circumferential cam surface,
And a cam follower to said peripheral cam engaging the arm tip extending from the front Symbol rotation cam plate, the cam surface,
A non-linear region for moving the pressing member in the transition section;
A linear region for moving the pressing member in the pressing section;
Have,
Before Symbol normal direction displacement of the cam follower with respect to the rotation angle of the fringe cam is the linear region than the linear region four-wheel drive vehicle driving force transmission device, characterized in that the larger.
請求項１又は２記載の四輪駆動車用駆動力伝達装置に於いて、前記多板クラッチ機構は、
前記クラッチ板を締結及び開放する前記軸方向に移動可能な押圧部材と、
プライマリークラッチと、
前記プライマリークラッチを締結及び開放する前記軸方向に移動可能なアクチュエータと、
前記プライマリークラッチからの回転力を前記押圧部材の前記締結方向に変換及び増幅する押圧機構と、
を備えたことを特徴とする四輪駆動車用駆動力伝達装置。 The driving force transmission device for a four-wheel drive vehicle according to claim 1 or 2, wherein the multi-plate clutch mechanism includes:
A pressing member movable in the axial direction for fastening and releasing the clutch plate;
A primary clutch,
An actuator movable in the axial direction for fastening and releasing the primary clutch;
A pressing mechanism that converts and amplifies the rotational force from the primary clutch in the fastening direction of the pressing member;
A driving force transmission device for a four-wheel drive vehicle.
JP2008063902A 2008-03-13 2008-03-13 Driving force transmission device for four-wheel drive vehicles Expired - Fee Related JP5265947B2 (en)

Priority Applications (3)

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JP2008063902A JP5265947B2 (en) 2008-03-13 2008-03-13 Driving force transmission device for four-wheel drive vehicles
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EP2105336B1 (en) 2014-02-12
US7905312B2 (en) 2011-03-15
US20090229905A1 (en) 2009-09-17
EP2105336A2 (en) 2009-09-30
JP2009220593A (en) 2009-10-01

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